rta annual report 2006annual reports (statutory bodies) act 1984and the public finance and audit act...

ANNUAL REPORT

2006

The Hon. Eric Roozendaal, MLC

Minister for Roads

Level 30

Governor Macquarie Tower

1 Farrer Place

Sydney NSW 2000

Dear Minister,

I have pleasure in submitting the Annual Report and Financial Statements of the Roads and Traffic Authority for presentation to

the Parliament of New South Wales for the financial year ended 30 June 2006. It has been prepared in accordance with the

Annual Reports (Statutory Bodies) Act 1984 and the Public Finance and Audit Act 1983.

Yours sincerely,

Les Wielinga

Chief Executive

RTA Annual Report 2006RTA/Pub.06.281

ISSN 1037 3276

LETTER TO THE MINISTER

Cover photograph

Looking north to the Light Horse Interchange on the Westlink M7. The motorway was opened to traffic on 16 December 2005 and comprises approximately 40 kilometres of dual carriageway. Photo by Brett Boardman.

1

ABOUT THIS REPORT

This report follows the broad structure established by the RTA Annual Report 2005 to align with RTA’s results and services

strategies, as detailed on page 8.The report remains the same with the exception of:

The Chief Executive’s message has been brought forward to page 4 to highlight significant achievements and progress.

A compliance index has been included to ensure all statutory reporting requirements are met.

The number of performance measures have been increased to demonstrate the RTA’s commitment to providing

more relevant and informative reporting.

A freight heading has been included under the Positive Economic Outcomes chapter with details on the Intelligent

Access Program. New subheadings have also been listed in the Positive Road Safety Outcomes chapter to more

clearly categorise the initiatives.

The RTA publishes the annual report online at its website www.rta.nsw.gov.au (click on Publications, statistics and forms). CD-

ROM versions are not being produced this year since the website version has proved to be more popular. A summary brochure

of the report is available in a limited number to minimise financial and environmental impacts.

Any feedback on this report is very welcome. Please log on to the RTA website at www.rta.nsw.gov.au under ‘contact us’ to

provide your comments.

3

CONTENTS

OVERVIEW

Chief Executive’s overview 4

About the RTA 5

Executive structure 6

Corporate framework 8

Performance overview 10

Financial overview 12

REVIEW OF OPERATIONS

Positive economic outcomes 15

Maintaining the road network 16

Road development 19

Managing traffic 27

Positive road safety outcomes 31

Competent road users 33

Community awareness 34

Regulation and enforcement 36

Safer vehicles 38

Safer roads 39

Positive environmental and urban design outcomes 41

Alternative transport 42

Infrastructure planning and roadworks 44

Reducing vehicle emissions 53

Natural resources and waste 55

Value for money 59

Customer service 60

Improving our business 63

Governance and risk management 63

Our staff 66

Partnerships 72

FINANCIAL STATEMENTS 75

APPENDICES 149

INDEX 208

CONTACT THE RTA 209

4 CHIEF EXECUTIVE’S OVERVIEW

CHIEF EXECUTIVE’S OVERVIEW

It is with great pride as Chief Executive of the Roads and Traffic Authority (RTA) since 21 July 2006 that I present this annual report for

the financial year 2005–06.This was a year of challenge, with much public scrutiny and a number of Parliamentary Inquiries into projects

such as the Cross City Tunnel. It was also a year of achievement as many projects reached completion and the RTA continued to focus

on delivering a safe, sustainable and efficient road transport system.

During the year RTA leadership underwent a transition as the position of Chief Executive, held by Mr Paul Forward until his resignation

on 27 October 2005, was handed over to Mr Mike Hannon who assumed the role of Acting Chief Executive.

Under the leadership of both Mr Forward and Mr Hannon the RTA carried out a range of significant policy and infrastructure activities

in support of NSW Government priorities, and led various improvements to the RTA’s internal business operations.

Key routes across the State saw considerable development with 82 per cent of major works completed within planned duration and

budget. In addition, work continued on major public private partnership projects with construction completed on the Cross City Tunnel

and Westlink M7 and continued on the Lane Cove Tunnel.

AusLink, the strategic partnership between the NSW and Australian Governments, has already borne results for the State’s roads.

A recent Memorandum of Understanding was signed for the $800 million duplication of the southern section of the Hume Highway

and a package of works totalling $160 million on the Pacific Highway.

The RTA’s involvement with other transport and planning agencies such as the Ministry of Transport, the Department of Planning and

the Department of Environment and Conservation has ensured a whole of government focus on providing infrastructure as part of a

sustainable land use system, particularly in the north western and south western growth areas of Sydney. This interdepartmental

collaboration was critical in delivering a range of major infrastructure projects.

Also delivered during this financial year were the Taree to Coopernook section and Coopernook Bypass sections of the Pacific Highway

and the North Kiama Bypass on the Princes Highway.The opening of the Sea Cliff Bridge on Lawrence Hargrave Drive was a highlight

as much for the excellent standard of its engineering as for its environmental and community benefits.

While new road construction proceeded rapidly, there was a great deal achieved by the $798 million Infrastructure Maintenance

Program to improve the existing road network and bridges throughout NSW.

Advanced technology such as the Sydney Coordinated Adaptive Traffic System (SCATS) ensured increased travel time reliability for NSW

commuters.This is demonstrated by the slight increase in peak hour urban traffic speeds, with 32 km/h in the AM and 42 km/h in the PM.

The rapid expansion in electronic toll tag use has also helped improve traffic flow with 357,000 RTA electronic toll tags in use by June 2006.

Various initiatives were taken to improve road safety with the 2005 road toll being the equal lowest since 1945. A combination of education

and enforcement initiatives that primarily focused on young drivers and heavy vehicle operators were implemented. New compliance and

enforcement provisions for heavy vehicles will hold all parties in the transport chain accountable. Motor vehicle safety was enhanced with

the opening of the new RTA Crashlab at Huntingwood in western Sydney. Child road safety was given special consideration with the

development of a package of safety enhancements for school zones.

My goals for the RTA in the coming year are ambitious but within reach – completing the Sydney Orbital to

provide road users with 110 kilometres of motorways connecting outer metropolitan areas, managing

congestion and improving air quality particularly on the M5, and working harder than ever to reduce the

road toll. Having been with the RTA for 31 years, I am well aware of the scale of the task ahead but I also

know that this organisation is fortunate to have people with the commitment and ability to provide the

public of NSW with the best service available.

Les Wielinga

Chief Executive

ABOUT THE RTA 5

ABOUT THE RTA

The RTA is a New South Wales statutory authority established in 1989 under the Transport Administration Act 1988 through an

amalgamation of the former Department of Main Roads, Department of Motor Transport and the Traffic Authority. Legislation that the

RTA administers can be found in Appendix 15. A summary of the RTA’s business is outlined below.

K E Y F A C T S

RESPONSIBILITIES

Manage the road network to achieve consistent travel times.

Provide road capacity and maintenance solutions.

Test and license drivers and register and inspect vehicles.

Improve road safety.

ASSETS

The RTA manages:

17,919 km of State Roads (includes 4,250 km of AusLink network

and 166 km of privately funded toll roads).

2,946 km of Regional and Local Roads.

4,928 bridges and major culverts on RTA and council-managed roads.

3,742 traffic signals.

Property, plant, equipment, private sector provided infrastructure and other non-current assets are worth $72 billion, including

RTA-managed infrastructure with a written down value of more than $68 billion.

FUNDING

The RTA receives $2.8 billion including state and federal contributions and road user charges.The RTA provides financial assistance for

18,486 km of council-managed Regional Roads. The 143,783 km of council-managed local access roads are funded by both local

ratepayers and federal road assistance grants.

REGISTRATION AND LICENSING

As at 30 June 2006, there were:

4.47 million licensed NSW drivers.

4.97 million NSW registered vehicles.

About 17 million registration and

licensing transactions (2005–06).

PEOPLE

6,922 effective full time employees.

More than 190 offices including 131 motor registries.

Customers and partners include individuals, private organisations,

staff, community and road transport groups, local councils and

state and federal government agencies. Refer to Appendix 4for significant advisory groups and committees.

6 EXECUTIVE STRUCTURE

During the 2005–06 year, Paul Forward resigned as Chief Executive with Mike Hannon acting for the period up until 21 July 2006 when

Les Wielinga was appointed.

For information on the Executive, executive appointments, remuneration and executive committees, refer to the Governance and riskmanagement section of the Value for money chapter and Appendix 5.

During the year, changes to the organisational structure included:

The Office of the Chief Executive began reporting directly through the Director, Business Reform.

The Camera Enforcement Branch was established to manage the implementation, operation and maintenance of camera enforcement

processes.

Development of a new structure and operating arrangement commenced for a combined single branch that will provide the critical

technical expertise to meet future needs and address key technical risks.

Further detail can be found in the Improving our business section of the Value for money chapter of this report.

EXECUTIVE STRUCTURE

ENVIRONMENT

GENERAL MANAGERErica Adamson

Determine environmentalstrategy, policy and directionfor the RTA

Provide environmental andheritage advice and supportfor RTA directorates anddelivery of RTA projects andprograms

Build relationships with NSWState environmental agencies

CORPORATE COUNSEL

GENERAL COUNSELHelen Vickers (acting)

Determine legal strategy and policy for the RTA

Provide legal advice and support for key RTA policyinitiatives and projects

Manage and provide legalrepresentation of the RTA

CHIEF EXECUTIVE Mike Hannon (acting)

ROAD SAFETY, LICENSING & VEHICLE MANAGEMENT

DIRECTORMichael Bushby

Improve road safety

Assess, license and educate drivers and motorcyclists

Assess and register light and heavy vehicles

Ensure robust identity management processes

Manage road transport compliance and freight policy

Maintain high standards of customer service

Reduce vehicle emissions

Support national policy reforms

CORPORATE SERVICES

DIRECTORRod Tout

Implement strategic humanresource plans and policiesincluding Occupational Health and Safety

Ensure the RTA attracts, developsand retains high quality staff withthe skills to meet emergingbusiness needs

Plan and manage informationtechnology resources

Provide centralised management of resources for business services

ROAD NETWORK INFRASTRUCTURE

DIRECTORBrian Watters (acting)

Maintain State Road infrastructure

Develop the State Road network

Lead the development and deliveryof key infrastructure projects

Contribute to integrated transport planning

Provide infrastructure contractpolicy and act as the principal

Promote best practice in projectand contract management

OPERATIONS & SERVICES

DIRECTORDavid Stuart-Watt

Construct and maintain road,bridge and traffic infrastructure

Provide expert management of programs, projects, assets and the network

Develop and deliver integratedroad transport solutions

Provide specialist technology and technical support

Provide a range of fleet services

Ensure heavy vehicle compliance

BUSINESS REFORM

DIRECTORStephen McIntyre

Plan and implement acomprehensive businessreform program

Simplify business and administrativeprocesses and systems

Pursue more integrated andefficient program and organisational structures

Identify cost saving opportunities

Deliver strategic planning andperformance monitoring processes

Provide timely secretariat servicesto the Executive

MOTORWAYS

DIRECTORLes Wielinga

Provide motorway relatedmanagement services

Manage RTA’s relationship with Tollway Concessionaires

Coordinate motorways including interoperability and customer service

Develop RTA’s tunnel design and operation policy and processes

FINANCE

DIRECTORBrett Skinner

Maintain financial and commercialmanagement framework

Monitor, evaluate and report on financial performance

Develop proposals to ensureadequate funding

Ensure adequate management of risk exposures

Manage RTA assets and financial resources

Improve budgeting and resourcemanagement decision making

COMMUNICATIONS & CORPORATE RELATIONS

DIRECTORPaul Willoughby

Manage the corporate identity of the RTA

Manage internal communications,special events and RTA publications

Manage the preparation ofdocuments to meet Ministerialrequirements and parliamentaryprocesses

Manage external communicationsincluding media, communityconsultation and public education

TRAFFIC & TRANSPORT

DIRECTORPhillip Margison (acting)

Improve the operationalperformance of the road network

Manage incidents and special events

Operate and enhance tollingfacilities and processes

Implement bus priority initiativeson strategic bus corridors

Improve pedestrian and cyclist facilities

Maintain traffic facility assets

Operate and maintain cameraenforcement

8 CORPORATE FRAMEWORK

CORPORATE FRAMEWORK

The RTA’s corporate framework, which forms the basis of this report’s structure, expresses the alignment between our vision and result areas

through to the strategies we will employ to achieve these results.The framework aligns with Treasury’s results and services planning and reporting

requirements which assist in demonstrating the relationship between the services we deliver and the results that we are working towards.

RTA’s framework also aligns with sustainability principles by incorporating economic, social and environmental results and strategies.

The framework also enhances the shared responsibility principle where NSW government agencies work in partnerships with other

governments, local councils, the private sector and other stakeholders to achieve outcomes.

The framework is a tool used to appreciate how we contribute to broader government priorities and ensures that our strategies are transparent,

accountable and fiscally responsible.

A SAFE, SUSTAINABLE AND EFFICIENT ROAD TRANSPORT SYSTEMVISION

RTA RESULTS

INTERMEDIATE RESULTS

STRATEGIES

POSITIVE ECONOMIC OUTCOMES

The road transport system provides reliable and efficientaccess between commercial,residential and recreationallocations

Maintain the road network to

retain value, quality and capacity

Accelerate investment

in projects that will

deliver the greatest economic

benefit

Align the development program

with future growth and

population patterns

Optimise the efficiency

of the road network through

effective traffic management

POSITIVE ROAD SAFETY OUTCOMES

Safer road user behaviour,vehicles and roadenvironment

Maximise NSW road user

competence and knowledge

Increase community

awareness and positive

attitudes to road safety

Minimise unsafe behaviours

and vehicles through

appropriate regulation

and enforcement

Increase market demand

for safer vehicles

Give priority to safety

in the design, development

and maintenance of

infrastructure

POSITIVE ENVIRONMENTALAND URBAN DESIGN OUTCOMES

Impacts on the natural,cultural and built environmentsare minimised

Encourage use of alternative

transport

Lead best practice infrastructure

planning and road works

Implement policies that contribute

to a reduction in vehicle emissions

Use fewer natural resources and

produce less waste

CORPORATE FRAMEWORK 9

VALUE FOR MONEY

Quality frontlinecustomer servicefunctions are deliveredat minimum cost

Deliver frontline

services that meet

customer needs

Pursue opportunities

for electronic/alternative

service delivery

Streamline licensing

and registration

services

Opportunities toimprove the way theRTA does businessare implemented

Use research and data

strategically to inform

policy and management

decisions

Align the business

to core principles of

simplicity, integration,

improvement,

accountability and

efficiency

Governance and riskmanagement systemsare effective

Follow best practice

asset, project and

contract management

Maintain effective and

accountable decision

making, financial

management and

reporting processes

Foster a strong

culture of ethics and

organisational integrity

Integrate budget

allocation, business

planning and

performance

reporting systems

A committed, highperformance andflexible workforce

Manage for high

performance,

productivity and staff

satisfaction

Provide a healthy

and safe workplace

Attract, develop and

retain high quality staff

Business partners,industry and thecommunity contributeto positive roadtransport outcomes

Effectively

communicate the

RTA’s challenges,

priorities and successes

Pursue business

partnerships and

opportunities for

stakeholder

involvement

Take a leadership

role on national

policy issues

10 PERFORMANCE OVERVIEW

TABLE 1 POSITIVE ECONOMIC OUTCOMES

INDICATOR 2002–03 2003–04 2004–05 2005–06 PAGE

Ride quality: smoothness of State Roads (% good) 89.6% 89.5% 89.4% 90.8% 17

Pavement durability: cracking country State Roads (% good) 79.5% 81% 81.9% 85.1% 18

Benefit of development program ($ million) 2147 2349 2218 2257 19

Major works completed within planned duration or within 10% over planned duration 91% 86% 83.6% 82% 20

Change in urban traffic volume (% increase on previous year) 2.2% 1.4% 0.2% 1% 27

Travel speed: seven major routes AM peak (km/h, urban) 34 34 31 32 27

Travel speed: seven major routes PM peak (km/h, urban) 41 41 41 42 27

Number of structurally deficient bridges on State Roads# 7 6 5 0 20

Maintenance and reconstruction expenditure on AusLink National Network and State Roads – 32 38 34 17

per km of roadway ($000)#

Maintenance and reconstruction expenditure on AusLink National Network and State Roads – 17 17 15 17

per million vehicle km travelled ($000)#

For progress on road projects during the year, see Appendix 1.

TABLE 2 POSITIVE ROAD SAFETY OUTCOMES

INDICATOR 2002–03 2003–04 2004–05 2005–06 PAGE

Fatalities /100,000 population+ 7.8 8.1 7.5 7.9 32-33

Fatalities /1,000 million vehicle km travelled+ 8.4 9.3 7.9 – 32-33

Percentage of fatalities where speed was a factor# 42% 39% 39% 38% 32

Percentage of fatalities where illegal levels of alcohol was a factor# 22% 16% 17% 18% 32

Percentage of vehicle occupant fatalities who were not wearing an available restraint# 22% 19% 19% 16% 32

Percentage of fatalities where driver fatigue was a factor# 18% 15% 16% 19% 32

Young motor vehicle controllers (<25 yrs) involved in fatal crashes per 10,000 licence holders 2.5 2.7 2.5 2.3 33

Fatal crashes involving heavy trucks per 10,000 heavy trucks on register 9.9 8.5 8.7 7.9 37

Heavy vehicle inspection scheme: number of inspections 83,499 82,634 80,427 86,992 39

Heavy vehicle inspection scheme: percentage of defect free vehicles# 58.61% 58.85% 56.20% 50.76% 39

All crash statistics for 2005–06 are provisional. Final calendar year figures can be found in the Positive Road Safety Outcomes chapter.

PERFORMANCE OVERVIEW

PERFORMANCE OVERVIEW 11

TABLE 3 POSITIVE ENVIRONMENTAL AND URBAN DESIGN OUTCOMES

INDICATOR 2002–03 2003–04 2004–05 2005–06 PAGE

Bus lane length (km) 75 76 78 89 43

Transit lane length (km) 86 86 86 86 43

Cycleway length (km)#

Off-road cycleways 1,125 1,210 1,310 43

On-road cycelways 2,135 2,235 2,380

Number of environmental penalty infringement notices issued to the RTA 1 0 0 0 45

Number of major environmental incidents arising from RTA’s direct operations – – 7 4 45

Number of non compliances with environmental licences held by the RTA 6 5 2 0 45

Condition of heritage assets (% good) 20% 37% 45% 47% 48

RTA’s total greenhouse gas emissions from direct energy consumption (tonnes CO2-e) 114,360 112,862 110,058 – 55

RTA’s total office energy consumption (GJ) (target of 75,989 GJ) 77,491 75,492 77,344 – 55

RTA fleet environment score (target of 10) # – – – 9.9 54

TABLE 4 VALUE FOR MONEY

INDICATOR 2002–03 2003–04 2004–05 2005–06 PAGE

Percentage of vehicle registration renewals completed via the internet or telephone 2% 3% 5.38% 8.6% 62

Use of RTA website (million visits) 2 6 8.9 11.4 62

Workplace injuries/100 employees (EFT)# 9.1 7.6 7.5 7.0 69

OHS liability workplace claims costs ($ million) * 2.2 3.1 2.4 2.4 69

Separation rate of staff ** 5.39% 6.39% 5.99% 6.29% 72

Customers rating service as ‘good or very good’ 94% 92% 94% 95% 60-62

– Data unavailable at the time of reporting.

# New indicators introduced in 2005–06.

* Excludes journey and recess away claims. Recess away injuries are those occurring at lunch time away from the workplace.

**Separation rate is the proportion of staff who left the organisation. Includes salaried, wages and casual staff.

+ Fatality figures are provisional and subject to change as population figures are revised.

12 FINANCIAL OVERVIEW

FINANCIAL OVERVIEW

F I N A N C I A L P E R F O R M A N C E

STRATEGIC OUTCOME – INVESTING IN THE FUTURE

Sound investment decisions are a keystone for the development of a strong, sustainable road system for NSW.The Investment Decision

Framework developed during 2005 was implemented in 2006 to ensure investment decisions align and support delivery of key business

outcomes and maximise immediate and long-term community benefits from state and federal funding.

Strategic risk also forms an integral component of a robust investment decision framework. Significant progress has been made towards the

development of the Corporate Risk Register and Risk Profile which will be integrated into the RTA governance structure by the end of 2006.

ACHIEVEMENTS

Sound financial management of the $2.8 billion funding and expenditure program.

Developed and commenced implementation of the Strategic Risk Management Framework.

Successfully implemented changes to the financial accounting processes and reporting

as a result of the transition to International Accounting Standards.

Undertook a review of all material RTA contracts to identify embedded derivatives

as a result of adoption of AASB 139 Financial Instruments: Recognition and Measurement.

Generated gross revenue of $52.9 million from sale of surplus property and leasing of residue property.

Evaluated private sector infrastructure projects and provided advice on business proposals for financial and economic viability.

Managed property information relating to $2.8 billion of property assets.

TABLE 5: RTA FINANCIAL PERFORMANCE IN 2005–06

FINANCIAL PERFORMANCE INDICATORS RESULT RESULT TARGET RESULT TARGET2003–04 2004–05 2005–06 2005–06 2006–07

Debt servicing cost as % of roads program 2.6 2.3 2.2 2.0 2.0

Asset sales ($M) (1) 26.8 53.2 30.0 41.2 20.0

Interest earned

Hourglass facility (2) 5.2 4.6 5.0 1.7 1.5

Other institutions (3) 5.2 3.9 5.0 0.9 1.5

General notes: The RTA is a budget dependent agency funded by the NSW Government and Australian Government.Many standard financial ratios are therefore not applicable.

1. Sale of surplus properties including those acquired for roadworks and which are no longer required. All dollar amounts reported in nominal terms.

2. Target represents benchmark rate as advised by Treasury Corporation.

3. The 2005–06 result reflects lower amounts available for investment.

FINANCIAL MANAGEMENT

A strong emphasis remained on enhancing business efficiency and risk management across all RTA operations. The Finance Strategy

Committee continued in its governance role, including direction of funding allocations and review of program and resource budget

performance. This was supported by two key programs aimed at improving resource and budgetary control:

Strategic review of internal and external impacts on the RTA budget.

The streamlining of policies and processes for Business Investment Projects (BIPs) to improve timeliness

of funding approvals and improve focus on BIPs of strategic importance to the RTA.

Voluntary Redundancies, $6M

RNI - Network Development, $1,219M

M4/M5 Cashback Scheme, $81.8M

Traffic and Transport, $333M

Road Safety and Road User Management, $429M

RNI - Infrastructure Maintenance, $688M

Debt Servicing and Repayment, $64M

FINANCIAL OVERVIEW 13

INTEGRATED MANAGEMENT SYSTEM

The Integrated Management System continued to support key corporate initiatives and projects such as various Business Reform

programs, the extension of Employee Self Services system and Finance Simplification projects so that the RTA can continue to improve

its business process efficiency. In addition, a successful trial of an online system training tool has been completed. The tool aims to

provide on-demand user-driven training to increase user performance and reduce user-support calls.

TOTAL ROADS PROGRAM

The expenditure for the year was $2,821 million ($2,860 million in 2004–05). In achieving this result, the RTA met government

commitments to specific initiatives including the Pacific Highway Upgrade,Western and South Western Sydney Roads and the Rebuilding

of Country Roads programs.

FIGURE 1 – EXPENDITURE 2005–06 $2,821M

FUNDING SOURCES

Of the total funds applied to the Roads Program in 2005–06, State Government sources provided $2,383 million or 85 per cent ($2,258

million in 2004–05). The Australian Government contributed $513 million or 18 per cent ($573 million in 2004–05) towards the

AusLink National Network, non-network projects ie former Roads of National Importance, the Australian Transport Safety Bureau –

Blackspot Program, Pacific Highway Accelerated Program, Strategic Regional Programs and the Interstate Vehicle Registration Scheme.

The movement in the cash balances and asset and liability program amounted to a reduction of $75 million or three per cent

($29 million increase in 2004–05).

FIGURE 2 – SOURCE OF FUNDS 2005–06 $2,821M

M4/M5 Cashback Scheme (State), $83M

Motor Vehicle Taxes (State), $1,057M

Untied Commonwealth Road Funds (State), $150M

RTA Revenue, $378M

Commonwealth, $513M

Consolidated Fund Allocation (State), $640M

14 FINANCIAL OVERVIEW

RISK MANAGEMENT

Details on risk management can be found in the Governance and risk management section of the Value for money chapter, pages

63 to 66.

OFFICE ACCOMMODATION

The RTA 2006–2009 Office Accommodation Strategy submitted to the NSW Government Asset Management Committee covers 25

leased and owned premises, the current average space density ratio of office space for these sites is approximately 14.4m2 per person,

which complies with the NSW Government accommodation guidelines.

PROPERTY MANAGEMENT

The RTA’s portfolio consists of property acquired for road construction and operational assets which are used to deliver the

organisation’s works and services.The portfolio is reviewed regularly. Property not required for road construction or operations and

related purposes was either disposed of or leased in accordance with government policy.

A significant focus continued on identifying, implementing and protecting the RTA’s commercial opportunities, particularly in the

development of the advertising strategy to optimise returns on appropriate sites in the road reserve. Revenues from advertising for

2005–06 were $3.2 million. Revenues from the leasing or sale of property were above budget (gross revenue for 2005–06 was

$52.9 million).

INTERNAL AUDIT

The Control Management Services Branch provided a high-quality, cost-effective auditing service across the full range of the RTA’s

activities.The branch also provided a range of other services whose major focus was to ensure that controls are in place to address the

organisation’s major risks in the future.These services included risk management, corruption prevention and investigation. See the section

on Governance and risk management on page 63 to 66 for full details.

CASHBACK SCHEME

The RTA administers the Cashback scheme that allows drivers of NSW privately registered motor vehicles using the M4 and M5

motorways to be eligible for a quarterly refund of tolls paid on these roads. Some 198,000 Cashback customers lodged 580,000 claims

in 2005–06. The total cost of the scheme, including administration, was $81.8 million. The scheme is funded from consolidated revenue.

FUTURE CHALLENGES

Enhanced revenue opportunities for the RTA to consolidate non-Budget funding.

A financial management structure reflecting the priorities of the NSW State Plan.

FINANCIAL OVERVIEW

POSITIVE ECONOMIC OUTCOMES16


The road transport system provides reliable and

efficient access betweencommercial, residential and

recreational locations


M A I N TA I N I N G T H ER O A D N E T W O R K

THE NSW ROAD NETWORK

The 183,134 kilometre NSW road network is a

significant public asset providing access across the

State for commuters, travellers, business and freight.

The road system is divided into four categories:

17,919 km of RTA-managed State Roads

including 4,250 km of AusLink network

for which the Australian Government

provides a funding contribution.Also included

is 166 km of privately funded toll roads.

2,946 km of RTA-managed Regional and

Local Roads in unincorporated NSW.

18,486 km of council-managed Regional Roads,

which receive significant RTA grant funds.

143,783 km of council managed local access

roads, funded by both local ratepayers and

federal road assistance grants.

The RTA is also responsible for managing:

4,928 bridges and major culverts

on RTA and council-managed roads.

3,742 traffic signal sites.

Nine vehicular ferries.

INFRASTRUCTURE CONDITION

The percentage of surface road roughness rated

as good on State Roads and the AusLink National

Network in NSW is at a high level. Except for the

Great Western Highway the percentage of

surface road roughness rated as good on all state

funded State Roads has been improved. On the

AusLink National Network, the percentage of

surface road roughness rated as good on the

Sturt Highway, Canberra Connections, South

Coast and the Sydney/Newcastle corridors has

reduced marginally.

MAINTENANCE PLAN

The Infrastructure Maintenance Program

establishes priorities on a risk basis to support

safety and reliability of travel on State Roads and

to retain asset value.These strategic priorities are

POSITIVE ECONOMIC OUTCOMES 17

FIGURE 3 DISTRIBUTION OF CONSTRUCTION PERIOD FOR STATE ROADS(INCLUDING THE AUSLINK NATIONAL NETWORK)

linked to outputs and service standards

using program budgeting and maintenance

contracts. The maintenance contracts

determine consistent minimum levels of

service, with requirements for identifying

and rectifying defects.

ROAD MAINTENANCE

REFORM PACKAGE

The Road Maintenance Reform Package,

introduced on 1 July 2000, brought major

changes in the way road maintenance is

delivered across the State. The package

introduced single invitation maintenance

contracts to create a contractual

relationship between the RTA and local

council maintenance providers. Eighty

seven contracts with councils continue to

work successfully through use of consistent

standards, procedures and management

systems for worker safety, traffic control

and safety, environmental protection and

works quality.

During 2005–06 a more collaborative style

alliance contract was formed between the

RTA directorates for Operations and

Services and Road Network Infrastructure.

The alliance is a cooperative arrangement for

RTA maintenance contracts that will help

drive productivity improvements and cost

savings. The alliance has clearly defined

processes for decision making with strategies

to support regional staff, a review of delivery

options and a capability to provide expertise

when and where it is needed.

Through discussions with local government

the RTA is encouraging ‘clustering’ of local

councils to reduce the number of small

contracts.This is expected to produce cost

savings through economies of scale without

jeopardising local employment.

REBUILDING COUNTRY ROADS

PROGRAM

The NSWGovernment’s Rebuilding Country

Roads Program involves a commitment for

the RTA to spend at least $100 million a year

on renewing roads and bridges to the latest

standards. Over the past eight years the RTA

has spent an average of $122 million per

annum on this program. Expenditure for

2005–06 amounted to $96.5 million.

Due to the ageing of the State arterial road

network, the NSW Government announced

a variety of increased RTA charges in

December 2001 including a rise in the

Sydney Harbour Bridge toll. All

the additional funds are directed into

maintenance of the RTA’s ar terial roads

and bridges with the majority to be spent

on rural and regional ar terial roads. For

2005–06 expenditure amounted to

$50.7 million.

The necessity of funding over $42 million in

natural disaster restoration works during the

year meant that expenditure under both the

Rebuilding Country Roads Program and from

the accelerated maintenance program was

FIGURE 4 RIDE QUALITY (%) ON STATE ROADS (INCLUDING AUSLINK NATIONAL NETWORK)

0

5

10

15

20

25

30

35

40

2000’s up to 06/06

1990’s1980’s1970’s1960’s1950’s1940’s1930’s1920’s

Percentage of network

0

20

40

60

80

100

PoorFairGood

3.39.4

87.3

1996

3.59.4

87.1

1997

3.47.2

89.4

1998

3.19.4

87.5

1999

2.07.6

90.4

2000

2.48.0

89.6

2001

2.27.7

90.1

2002

2.48.0

89.6

2003

2.38.2

89.5

2004

2.48.2

89.4

2005

2.07.2

90.8

2006

% Length

18 POSITIVE ECONOMIC OUTCOMES

below the levels of previous years. Almost

all this expenditure on natural disasters

occurred in regional areas of the State.

Major works recently completed under the

accelerated program include:

7.5 km of the Gwydir Highway

at Lamonts Lane west of Inverell.

1.3 km of the Orange to Parkes

Road near Manildra.

1.5 km of the Golden Highway

at Plain Creek east of Dubbo.

1.8 km of the Castlereagh Highway

near Gilgandra.

3.5 km of Campbelltown Road.

1.2 km of John Renshaw Drive.

DISASTER REPAIRS

Disasters cause significant and widespread

hardship for the people of NSW, industry

and communities. The NSW Government

provides significant financial assistance to

councils to repair roads damaged by declared

natural disasters. It also funds repairs to road

infrastructure on Crown Roads.

MURRAY RIVER BORDER CROSSINGS

Progress was made on upgrading key

crossings on the Murray River in 2005–06.

The NSW and Victorian Governments

published a Murray Crossings Strategy in

March 2002.

A new crossing at Barooga–Cobram was

completed in June 2006 and fully funded

by the NSW and Victorian Governments.

The NSW Government is cooperating with

the Australian and Victorian Governments

on the new crossing at Robinvale due for

completion in late 2006, and planning for a

new crossing at Moama–Echuca.

SLOPE STABILITY

The three year risk management program

begun in 2004–05 continued to assess and

risk-rate slopes across the State. A Road

Slope Management System was designed

and implemented.

Recent highlights include slope stability

works on the Pacific Highway at

FIGURE 6 ROUGHNESS (% GOOD) ON AUSLINK NATIONAL NETWORK CORRIDORS

FIGURE 5 PAVEMENT DURABILITY ON SEALED COUNTRY STATE ROADS(INCLUDING AUSLINK NATIONAL NETWORK)

N AT U R A LD I S A S T E R R E PA I R S

In 2005–06, the RTA managed $42.3

million of NSW Government funds to

repair damage from declared storms,

flooding and bushfires. Major storm

events occurred in the South West,

Central West and North Coast areas,

together with bushfires in the Junee

area. Major restoration continued in

the Moree and Narrabri areas as a

result of flooding in 2004–05.

80828486889092949698

100

1989 90 91 92 93 94 95 96 97 98 99 2000 01 02 03 04 05 2006

Hume HighwaySydney/NewcastleNew England Highway

Canberra connections

Newell HighwaySturt HighwayCumberland HighwayPort links

South CoastSydney Dubbo

Pacific HighwayAll Auslink Network

NOTE: Values shown for various corridors for years prior to 2005 are those on the former National Highway Network. Change in ‘Cumberland’ in 2001 was due to federal redefinition of National Highway Links. Major change to Cumberland in 2006 is due to the opening of M7 Motorway and subsequent reduction in length of Cumberland Hwy / Pennant Hills Rd (HW13). No condition data is available for M7.

0

10

20

30

40

50

60

70

80

90

100

1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006

% Pavement area rated

Since 1998, automated technology has been used to collect pavement durability data

Poor Fair Good


ROADS ACT REVIEW

A review of the Roads Act 1993 began

during 2004–05.The RTA has reviewed the

report tabled in Parliament in 1999

pursuant to the statutory review provisions

of the Act. A discussion paper is being

prepared to facilitate consultation with

government agencies, local government and

the wider community.

ROAD DEVELOPMENT

PROJECT DELIVERY

During the year, 18 major construction

projects with individual costs of more than

$1 million were completed.Total expenditure

on these projects was $503.4 million. Refer

to Table 6 or Appendix 1 for details.

MOTORWAYS

Cross City Tunnel

The tunnel was opened on 28 August

2005, two months ahead of schedule

with surface works to upgrade William

Street completed in May 2006. The 2.1

kilometre twin tunnel runs between

Darling Harbour and Kings Cross, linking

the Western Distributor to New South

Head Road and connecting with the

Eastern Distributor. As at June 2006 the

tunnel is used by around 30,000 vehicles

per day. The removal of this volume of

traffic from the city’s surface streets has

eased city congestion and improved local

amenity.

Construction work was undertaken by the

Cross City Motorway Consortium (CCM),

in line with the project agreement with the

RTA and planning approval conditions

issued by the Minister for Planning. The

project was funded, designed and built by

the CCM consortium at an estimated cost

of $680 million (including development,

design, construction, fit-out and

commissioning). CCM will operate and

maintain the tunnel for a term of 30 years

and two months.

Cooperabung and Scotts Head, Jenolan

Caves Road and Henry Lawson Drive at

Padstow. Improvements were made at

selected locations on the Princes Highway

near Brogo Pass. Remediation commenced

on the Federal Highway near Lake George

and ongoing works continued on the

F3 near Jolls Bridge.

REVIEW OF THE CLASSIFICATION

OF STATE AND REGIONAL ROADS

The statewide review, begun in 2004–05,

continued to classify roads as State or

Regional Roads.This strategic management

tool enables government to target

resources for the greatest strategic benefit.

The review aims to add or delete roads

from the State and Regional Road

networks by taking account of changes in

their importance and function. Influencing

factors include changes in population, land

use, economic activity and construction of

new roads.

A three member panel with local

government and RTA experience has

undertaken the review. During 2005–06

the panel consulted extensively with local

government. A final report, which will

provide maps and commentary on each

recommended classification, will be

presented to the Minister for Roads in late

2006. The overall level of funding remains

the same.

$ million

0

20

40

60

80

100

120

140

160

98-99 99-00 00-01 01-02 02-03 03-04 04-05 05-06 06-07

Projectedexpenditure

FIGURE 7 ROUGHNESS (% GOOD) ON ALL STATE FUNDED STATE ROADS

80

82

84

86

88

90

92

94

96

98

100

1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006

% Good

Pacific Highway

Princes Highway

Great Western Highway

Mitchell HighwayAll state funded roads

FIGURE 8 REBUILDING COUNTRY ROADS PROGRAM EXPENDITURE


Tolling is fully electronic and interoperative

with other Sydney toll roads. A number

of surface road modifications will be

introduced for the Cross City Tunnel in

response to community requests.

Lane Cove Tunnel

The Lane Cove Tunnel will provide a link

between the M2 Motorway and the Gore

Hill Freeway and complete the final link in the

Sydney Orbital. It will connect the north-west

sector of Sydney with the CBD. Substantial

construction began in late July 2004 with the

project expected to open ahead of its May

2007 completion date.

Connector Motorways was contracted in

December 2003 to finance, design, build,

maintain and operate the project. Equity is

provided by Thiess Pty Limited, Transfield

Holdings Pty Limited, Cheung Kong

Infrastructure Holdings Limited and Li Ka

Shing (overseas) Foundation. Connector

Motorways has engaged the Thiess John

Holland Joint Venture to design and

construct the project. Transfield Services

Limited will operate and maintain the

motorway.

The project will provide transit lanes on the

widened Gore Hill Freeway from the M2

at the Lane Cove River to the Warringah

Freeway. New ramps will be provided to

and from the north between Falcon Street

at Neutral Bay and the Warringah Freeway

to improve access to the Gore Hill

Freeway–M2 corridor.

Work at the end of the 2005–06 financial

year was well underway in all areas with

tunnel excavation nearing completion.

Electrical and mechanical installation was also

underway.

Tolling will be fully electronic and

interoperable with other Sydney toll roads.

Westlink M7 Motorway

The Westlink M7 (formerly known as the

Western Sydney Orbital) was opened to

traffic on 16 December 2005.This motorway

runs between the M5 Motorway at Prestons

and the M2 Motorway at West Baulkham Hills

and forms part of the National Network

through Sydney. A key link in the Sydney

Orbital Motorway network connecting the

M5, M4 and M2, it comprises approximately

40 kilometres of dual carriageway. The M7

will support the industrial and commercial

development of Western Sydney, taking heavy

vehicles off local streets.

The Australian Government provided $392

million to the project with the remaining

funding of more than $1.5 billion provided

by the private sector. The Westlink

Consortium was contracted in February

2003 to finance, design, build, maintain and

operate the project. Equity was provided

by Transurban, Macquarie Infrastructure

Group, Abigroup Contractors and Leighton

Contractors. Abigroup Leighton Joint

Venture was the design and construction

contractor, delivering the project eight

months ahead of schedule. Westlink

Consortium has the right to toll the road for

the remainder of the concession period until

February 2037.Tolling is fully electronic and

interoperable with other Sydney toll roads.

The M7 has 17 sections and users are being

charged on a rate per kilometre basis. By

June 2006 the M7 was carrying more than

90,000 trips per day with many vehicles

travelling on only part of the M7.

At the end of the 2005–06 year, some

ancillary work remained to be completed,

and several property acquisition disputes

are still to be resolved by the Land and

Environmental Court.

FIGURE 9 NUMBER OF STRUCTURALLY DEFICIENT BRIDGES ON STATE ROADS (INCLUDING AUSLINK NATIONAL NETWORK)

TABLE 6 PROJECT DELIVERY

NO OF TOTAL % OF PROJECTS

PROJECTS EXPENDITURE WEIGHTED BY

$ MILLION PROJECT COST

Completed within budget or 11 414.81 82%

within 10% over budget

Completed within planned duration 11 412.28 82%

or within 10% over planned duration

National State Roads Total

0

5

10

15

20

25

30

35

40

1996–97 1997–98 1998–99 1999–00 2000–01 2001–02 2002–03 2003–04 2004–05 2005–06


M4 Motorway extension

The NSW Government’s Metropolitan

Strategy for Sydney, released in December

2005, highlighted the critical significance of

better linkages between Port Botany and

Sydney Airport and Western Sydney. The

RTA undertook some preliminary planning

work for a future eastwardly extension

of the M4 from Strathfield in the context of

the Metropolitan Strategy.

Any extension of the M4 will be considered

in light of Sydney’s urban growth and in

consultation with the community.

F3 Freeway to M2 Motorway link

A new link connecting the F3 Freeway at

Wahroonga with the M2 at Carlingford

has been proposed. It would be the final

link to provide motorway conditions all

the way through Sydney from north to

south via the F3, the new link, the M2, the

M7 and the F5.

Following completion of a feasibility study,

the Australian Government announced the

preferred corridor option for the link in

May 2004. It is a wide corridor about eight

kilometres long constructed mostly as a

tunnel running underneath Pennant Hills

Road between the F3 at Wahroonga and

the M2 at the Pennant Hills Road

interchange. The new link would enable

motorists to avoid 22 sets of traffic signals

along the existing route.

The Australian Government approved

funding for the next phase of the project.

Concept development and environmental

assessment continued in the year and the

Australian Government was considering the

RTA’s proposal for undertaking the work.

LAWRENCE HARGRAVE DRIVE

Construction of the Sea Cliff Bridge on

Lawrence Hargrave Drive was completed

ahead of schedule in December 2005.

Two types of bridge structure form the 665

metre long bridge. The northern end is

an incrementally launched bridge across

seven piers and consists of twin girders

2.5 metres deep. The southern end is a

balanced cantilever bridge across four

piers, with a box girder 5.5 metres deep.

The tallest pier is 41 metres above ground

level. All piers have cathodic protection

built in to safeguard against the highly

corrosive environment.

This project has received an award from

the International Productivity and Quality

Centre for excellence in Major Capital

Alliances. In addition the project won the

State CASE Earth Award for Excellence in

Construction for projects over $15 million.

It is now being considered for nomination in

the National CASE Earth Awards by judges

from the Civil Contractors Federation.

PACIFIC HIGHWAY UPGRADE

2006 marks the completion of the 10 year

Pacific Highway program. From 1996 to June

2006 the NSW Government has invested

$1.66 billion in the program, while the

Australian Government has contributed

$660 million.

A new jointly funded program of $960

million for the three years to 2009 was

announced in December 2005, and more

recently the NSW and Australian

Governments have agreed to contribute an

additional $160 million each.This brings the

level of funding to $1.3 billion committed

by the two governments to upgrading the

Pacific Highway until the end of 2009.

By June 2006 a total of 233 kilometres

of the Pacific Highway were double-lane

divided highway.Approximately 44 per cent

of the highway was either completed dual

carriageway, under construction, or had a

contract awarded. Planning is well advanced

on the selection of preferred routes for the

remaining 162 kilometres.

The Westlink M7 Motorway opened to traffic on 16 December 2005 eight months ahead of schedule.

Sea Cliff Bridge on Lawrence Hargrave Drive, completed in December 2005, has received several awards for construction excellence.


Highlights during the year included:

Karuah to Bulahdelah Section 1

Construction is well advanced on the

$114 million, 11 kilometre Karuah to

Bulahdelah Section 1 upgrade. Work

began in November 2004 to provide dual

carriageways on a new highway alignment

over much of the length of the project, a

significant improvement to safety. This

project is jointly funded by the NSW and

Australian Governments and should be

completed in late 2006.

Bundacree Creek to Possum Brush

Work continues on this 9.7 kilometre, $115

million project, 22 kilometres south of Taree.

Work commenced in September 2004 and

includes new bridges over the Wallamba

River and Pipeclay Creek, a major

interchange at Nabiac to provide safer

access across the highway for local traffic,

two pedestrian underpasses beneath the

highway and a pedestrian/cycleway linking

Clarkson Street south over the Wallamba

River Bridge.The project is jointly funded by

the NSW and Australian Governments and

is expected to be complete in late 2006.

Taree to Coopernook

The $59 million Taree to Coopernook

upgrade between the northern end of the

Taree Bypass and the southern end of the

Coopernook Bypass opened to traffic in

August 2005. This project was jointly

funded by the NSW and Australian

Governments, and provides 7.5 kilometres

of four-lane dual carriageway. Traffic was

moved onto the new highway over four

stages beginning in May 2005. Building the

new highway across the soft soils of the

Lansdowne and Manning River floodplains

presented a major engineering challenge.

Large embankments were constructed in

the soft soil areas and vertical drains were

installed under the embankments to help

compress the earth and shorten the

settlement period. Construction of the

road pavement began in March 2004 and

work on the new bridges over Ghinni

Ghinni Creek started soon after.

Coopernook Bypass

This $69 million project, which began in

February 2002, was opened to traffic in

March 2006. A community day was held on

Sunday 19 March 2006 to mark the official

completion of the bypass.The 4.2 kilometre

bypass involved the construction of a

four-lane divided road to the east of

Coopernook, 22 kilometres north of Taree.

The bypass removes heavy vehicles and

highway traffic from Coopernook as well as

improving pedestrian safety and traffic flows

within the town. The bypass also provides

improved access to the Pacific Highway via

staggered T-intersections at Harrington

Road and Coopernook Road, making it

easier and safer for local traffic to access the

Pacific Highway. New twin bridges were

constructed over the Lansdowne River and

Coopernook Creek. In the past the narrow

width of the old Lansdowne River Bridge

caused problems for heavy vehicles passing

in opposite directions.

As part of the project a 31 hectare wetland

was established adjacent to Coopernook

Creek to support local flora and fauna and

encourage mangrove compensatory areas.

This project was fully funded by the NSW

Government.

Lakes Way interchange

The new overpass at the intersection of

the Lakes Way and the Pacific Highway at

Rainbow Flat opened to traffic in July 2005.

The new overpass improves safety for

motorists as well as vehicular access into

and out of the northern entrance to the

Lakes Way.The project was fully funded by

the NSW Government at a cost of

approximately $8.9 million.

Bonville upgrade

The contract for the design, construction and

10 year maintenance of the Bonville upgrade

project was signed in May 2005. The 9.6

kilometre stretch along the Pacific Highway

between Perrys Road and Lyons Road south

of Coffs Harbour will be upgraded to dual

carriageway.The project will link the Raleigh

Deviation in the south with the completed

Lyons Road to Englands Road section in the

north. When finished, the Bonville upgrade

will complete 17.5 kilometres of dual

carriageway between Coffs Harbour and

Urunga.The project is jointly funded by the

NSW and Australian Governments.

Ballina Bypass

Tenders were invited in May 2006 for the

preconstruction earthworks on this project

and a contract is expected to be awarded in

August 2006. It will take six to seven years

before the bypass can be completed because

Dual carriageways on the Pacific Highway at Bulahdelah provide a new highway alignment that improves safety.


of the need to stabilise the embankments on

the soft soil section of Richmond River

floodplain.This project is jointly funded by the

NSW and Australian Governments.

Brunswick Heads to Yelgun

Construction began in July 2005 on this

$256 million, 8.6 kilometre project. It

involves construction of a new dual

carriageway generally adjacent to the

current highway nor th of Brunswick

Heads and a second carriageway on the

Brunswick Heads Bypass. The project is

jointly funded by the NSW and Australian

Governments.

Tugun Bypass

Construction has commenced on the Tugun

Bypass. Early essential construction works

began in April 2006.The bypass will connect

the Pacific Motorway between Stewart Road

interchange at Currumbin and the Tweed

Heads Bypass north of Kennedy Drive. The

project is being funded by the Australian and

Queensland Governments with technical

assistance provided by the RTA to facilitate

construction of the project. Planning approval

has been received for the seven kilometre

NSW section of the Tugun Bypass.

Other highlights

Preferred routes have been selected for the

following projects and planning continues.

Macksville to Urunga (40 km,

including the Warrell Creek project).

Woodburn to Ballina (32 km).

Iluka Road to Woodburn (35 km,

concept design along existing alignment).

Failford Road to Tritton Road

(3.3 km, concept design along

existing alignment).

Herons Creek to Stills Road (3.3 km,

concept design along existing alignment).

Route options displays have been released

for :

F3 to Raymond Terrace (12.2 km).

Oxley Highway to Kempsey (38.8 km).

Woolgoolga to Wells Crossing (27.8 km).

Wells Crossing to Iluka Road (78 km).

Tintenbar to Ewingsdale (17 km).

Planning is also continuing for :

Bulahdelah Upgrade (9 km).

Karuah to Bulahdelah Sections 2

and 3 (23 km).

Coopernook to Moorland (10 km).

Moorland to Herons Creek (22 km).

Kempsey to Eungai (39 km).

Coffs Harbour Highway Planning

Strategy (12 km).

Sapphire to Woolgoolga (24 km).

Ballina Bypass (Main contract – 12.4 km).

Banora Point (2.5 km).

SYDNEY PROJECTS

Windsor Road upgrade

The program to upgrade Windsor Road

and Old Windsor Road to a minimum of

four lanes is progressing with substantial

construction on:

Roxborough Park Road to Norwest

Boulevarde, Baulkham Hills.

Acres Road to Old Windsor Road,

Kellyville.

Mile End Road, Rouse Hill

to Boundary Road, Box Hill.

Boundary Road, Box Hill to

Level Crossing Road,Vineyard.

These sections are due to open to traffic

progressively from July 2006, at which time

Windsor and Old Windsor roads will have

been upgraded to four lanes between

Parramatta and McGraths Hill.

The contract for construction of the final

project in the program, the $120 million

Windsor flood evacuation route across

South Creek, was awarded in September

2005 and work is in progress on the major

bridge and approaches.

The Windsor Road upgrade is improving

the accessibility, safety and reliability of travel

in the north-west sector of Sydney. The

upgrade will significantly contribute to

economic development in Western Sydney,

and is the largest urban arterial road project

undertaken by any State government.

Work is well advanced on the grade

separation of Norwest Boulevarde over Old

Windsor Road at Glenwood.The upgraded

intersection is expected to open in late 2006

and will provide improved access for traffic to

the Norwest Business Park and to the M7.

Bangor Bypass

The Bangor Bypass is a four-lane divided

road consisting of two sections – a 2.8

kilometre north-south link between New

Illawarra Road and Alfords Point Road to

the west of and parallel to Old Illawarra

Road and a 3.4 kilometre east-west link

between the Woronora Bridge and the

north-south link.

The east-west link was completed early in

2005 and planning is now in progress for the

north-south link.Work is also progressing on

planning for the duplication of Alfords Point

Bridge over the Georges River.

Hoxton Park Road upgrade

Hoxton Park Road is being progressively

upgraded to provide a divided road at

least four lanes wide and an off-road

cycleway. It carries the Liverpool to

Parramatta Bus T-way on two separate,

central lanes between Banks Road and

Brickmakers Creek.

Planning for the final section between

As part of the Windsor Road upgrade program thissection at Baulkham Hills is upgraded to four lanes.


Cowpasture Road and Banks Road is well

advanced. Within this section, construction

of a new signalised intersection at Whitford

and Illaroo Roads was completed in

December 2005.

Cowpasture Road upgrade

Cowpasture Road is being progressively

upgraded to a four-lane divided road, from

the roundabout at The Horsley Drive,

Wetherill Park to Camden Valley Way,

Leppington.

Major construction on the $39 million

upgrade between Hoxton Park Road and

Main Street is in progress. It is expected to

open to traffic in late 2006.

Concept development works are in

progress for the two remaining sections

of Cowpasture Road: from Main Street to

Camden Valley Way and from North

Liverpool Road to the M7.

Camden Valley Way upgrade

Widening of the $21 million section of

Camden Valley Way between the M5 South

West Motorway and Bernera Road at

Prestons opened in December 2005.

Concept design and other planning activities

are being undertaken for the section between

Bernera Road and Cowpasture Road.

Narellan Road upgrade

Two roundabouts on Narellan Road at

Waterworth Drive and Mount Annan

Drive were replaced with traffic signals.

The works were opened in February and

April 2006 respectively. Planning also

progressed on the Narellan Road extension

to The Northern Road during the year.

North-West T-way Network

The North-West T-Way Network

comprises two new bus transitway links –

Parramatta to Rouse Hill Regional Centre

(17 kilometres with 20 stations) and

Blacktown to Parklea (7 kilometres with

10 stations).

Construction commenced in June 2005

and is about 40 per cent complete on this

$524 million project. Overall completion is

scheduled for the end of 2007.

The T-way will service the suburbs of

Parramatta, Westmead, Wentworthville,

Old Toongabbie, Winston Hills, Seven Hills,

Kings Langley, Bella Vista, Kellyville, Balmoral

Road release area, Glenwood, Kellyville Ridge,

Rouse Hill, Blacktown, Kings Park, Acacia

Gardens, Parklea and Stanhope Gardens.These

areas will be provided with better connections

to educational, recreational, employment and

health facilities, and the CityRail train network.

Sunnyholt Road widening

The $30 million widening of Sunnyholt

Road to six lanes between James Cook

Drive and Quakers Hill Parkway was

opened to traffic in December 2005 in

conjunction with the M7 Motorway,

reducing travel times on this corridor.

Parramatta Transport Interchange

The $110 million Parramatta Transport

Interchange was commissioned in February

2006. The interchange was delivered

as a partnership between the Transport

Infrastructure Development Corporation,

RTA and Ministry of Transport and has

provided much improved conditions for

public transport users in this growing centre.

The RTA and the Ministry of Transport

contributed $30 million towards the project.

The RTA also completed $17 million of

related works required for bus access and

driver facilities for the interchange.

Patrick Street bus tunnel

The $30 million Patrick Street bus tunnel and

station was commissioned in April 2006 and

provides much improved facilities for bus

travellers in the Blacktown area. The facility

was constructed in conjunction with the

redevelopment of Westpoint Shopping

Centre and was jointly funded by RTA,

Ministry of Transport and Queensland

Investment Corporation (owners of the

shopping centre).

IMPROVING ACCESS BETWEEN

CITIES AND REGIONS

Hume Highway

Albury Wodonga Hume Freeway project

The design-construct-maintain contract for

the Albury Wodonga Hume Freeway

project in NSW was awarded to Abigroup

Pty Ltd in February 2005. Construction

commenced in May 2005 and is scheduled

for completion in mid 2007.The Australian

Government is fully funding the $374

million NSW section of this project.

The Prairiewood Station on the Liverpool Parramatta T-way is part of a new public transport system for western Sydney.


Hume Highway Coolac Bypass

Planning is completed and tenders were

invited in February 2005 and closed in May

2005 for construction of the 12 kilometre

Coolac Bypass. The award of the

construction contract has been delayed

pending resolution of indigenous heritage

issues. This project is fully funded by the

Australian Government.

Hume Highway Tarcutta truck facility

A contract was awarded in May 2006 for

the $6.5 million Tarcutta truck and trailer

interchange facility. The project is being

jointly funded by the NSW and Australian

Governments. The Australian Government

is contributing $3 million with the NSW

Government contributing $3.5 million.

Completion of the project is expected by

end 2006.

Hume Highway Ingleburn ramps

Additional access ramps to the Hume Highway

at Campbelltown were opened to traffic

in June 2006. The Australian Government

contributed two-thirds of the $13.7 million

cost of the ramps with Campbelltown City

Council contributing the remainder.

Hume Highway Sheehan Bridge duplication

Planning commenced for the duplication

of Sheehan Bridge at Gundagai. On

completion of the bridge duplication and

Coolac Bypass the Hume Highway will

be dual carriageway between Sydney and

the Sturt Highway.

Southern Hume Highway duplication

The Australian Government has an objective

of full dual carriageway conditions on the

Hume Highway by 2012. There are

87 kilometres remaining to upgrade between

the Sturt Highway and Table Top near Albury.

In June 2006 the NSW and Australian

Governments signed a Memorandum of

Understanding to accelerate 67 kilometres

of duplication in an $800 million project

to be completed by December 2009.

The bypasses of Tarcutta, Holbrook and

Woomargama will make up the final

20 kilometres to be completed by 2012.

New England Highway

New England Highway F3 to Branxton

Planning continued for the link between the

F3 Freeway at Seahampton and the New

England Highway at Branxton.The Australian

Government’s AusLink Program has allocated

a total of $174 million for the project in

the five years 2004–05 to 2008–09, and has

made construction funding conditional on

a 20 per cent contribution from the

NSW Government. Funding for construction

of the project has yet to be resolved.

New England Highway Weakleys Drive interchange

Planning continued for the interchange

with Weakleys Drive at Beresfield that

will eliminate three sets of traffic signals

for through traffic on the New England

Highway. Construction tenders were

invited in June 2006, with construction

expected to commence in late 2006. The

$41 million project is fully funded by the

Australian Government. In 2003 the NSW

Government completed the associated

$7 million Beresfield-Thornton link road

that is integral to the project.

New England Highway at Devils Pinch

The realignment of Devils Pinch on the

New England Highway, approximately 27

to 30 kilometres north of Armidale, was

opened to traffic in April 2006. The

$25 million project was fully funded by

the Australian Government.

New England Highway at Halcombe Hill

Construction tenders for the realignment

of the New England Highway and a new

rail overbridge at Halcombe Hill near

Scone were invited in April 2006 with a

contract to be awarded in July 2006. The

$17.8 million project is fully funded by the

Australian Government with completion

expected in the second half of 2007.

Newell Highway

Newell Highway near Ardlethan

The realignment of around three kilometres

of the Newell Highway at Ardlethan was

officially opened on 13 April 2006. The

$12 million project was fully funded by the


Newell Highway upgrade at Coobang

The Coobang upgrade will involve safety

improvements to around seven kilometres

of the Newell Highway. Construction

commenced in February 2006 and is

due for completion in early 2007. The

$21 million project is fully funded by the


The Patrick Street bus tunnel in Blacktown, commissioned in April 2006, improves access for shoppers and bus travellers around a busy shopping complex.


Newell Highway deviation at Wallumburrawang

The Wallumburrawang deviation of the

Newell Highway, in the foothills of the

Warrumbungle Ranges involved the

construction of 4.4 kilometres of new

highway including a new crossing of

Wallumburrawang Creek, overtaking lanes

and rest areas. Construction commenced

in May 2005 and the project was opened

in June 2006.The $15.5 million project was

fully funded by the Australian Government.

Princes Highway

Preconstruction has commenced on the

Nor thern Distributor extension in

Wollongong to improve conditions in the

Princes Highway corridor and on the Oak

Flats to Dunmore deviation to complete four

lanes to Kiama. Planning is also underway

on the Kiama ramps, Pambula bridge

replacement and South Nowra road safety

improvements prior to start of construction

in 2006–07. The NSW Government will

continue to lobby the Australian

Government for a substantial commitment

to the Princes Highway south of Wollongong,

which does not form part of the AusLink

National Network for funding purposes.

North Kiama Bypass

The $179 million North Kiama Bypass

was completed and opened to traffic on

28 November 2005. The North Kiama

Bypass links the Kiama Bypass in the south

and the Princes Highway near Dunmore, in

the north.The project includes a 942 metre

bridge on the Princes Highway across

the Minnamurra River Floodplain and

7.6 kilometres of high standard four-lane

divided carriageway road with additional

auxiliary lanes between Shellharbour Road

and Spring Creek Drive. Interchanges are

provided at Shellharbour Road and Tabbita

Road, at Swamp Road and at Bombo.

On-road and off-road cycleways have been

provided, as have rest areas for northbound

and southbound traffic.

Great Western Highway

The $460 million Great Western Highway

upgrade program progressed this year with

one upgraded section opened to traffic and

preconstruction work in progress on a

further two sections.The upgrade program

is improving travel times for motorists and

providing a safer road environment for all

road users including pedestrians and cyclists.

The NSW Government has committed

$360 million towards the upgrade, with the

Australian Government contributing a

further $100 million.

In May 2006 Section 1 of the Leura to

Katoomba upgrade was opened to traffic.

Preliminary works continued on the

Woodford to Hazelbrook project. Planning

works progressed for projects between

Lawson and Wentworth Falls.

Along with the upgrade, work continues

to improve safety of the overall route.

Construction was completed on the

Lapstone Hill section of the highway

including extension of the central median

crash barrier, a wider westbound shoulder

for cyclists and a reduction of the speed

limit to 70 km/h.

CENTRAL COAST PROJECTS

The Entrance Road,Terrigal Drive intersection

The $10 million major upgrade of this

intersection was opened to traffic in July

2005. The improvement replaced the

existing roundabout with traffic signals and

provides features to reduce delays and

enhance safety.This work offers a long-term

solution to this congested intersection and

accommodates the expansion of the nearby

Erina Fair shopping complex.

The Entrance Road,Terrigal Drive to Carlton Road

Work commenced in November 2005 on

this $15 million project to duplicate a 600

metre length of The Entrance Road. The

project provides two lanes in each direction,

bus bays, a shared pedestrian/bicycle path

along the full length of the work and a service

road to provide access for local residents.

Road works are currently in progress and

completion is planned for mid 2007.

Pacific Highway Tuggerah to Wyong

Acquisitions, utility adjustments and

preconstruction works on the Pacific

Highway between Tuggerah and Wyong were

completed to allow tenders to be called in

June 2006 for Stage 1 of the work. Stage 1 is

estimated to cost $18 million and will provide

four lanes between Anzac Road and Mildon

Road. It is expected to be complete by the

end of 2007.

The Bombo Interchange at the North Kiama Bypass was completed and opened to traffic in November 2005.


Pacific Highway and Craigie Avenue

The $5 million upgrade of the intersection

of the Pacific Highway and Craigie Avenue

took six months from July to December

2005. This project involved altering the

existing layout and constructing a new four-

way signalised intersection, part of which

forms the main entrance to the Wyong

hospital. As well as improving traffic access

to the hospital and the adjacent medical

centre, the work significantly improves

pedestrian safety.

OTHER RURAL PROJECTS

Lidsdale to Coxs River deviation

Work was completed in October 2005 on

this $22 million, 2.6 kilometre realignment

of the Castlereagh Highway. The project

includes a new two-lane bridge over the

coal conveyer tunnel, completed in

November 2003, a new bridge over Coxs

River completed in April 2004, and

roadworks deviating the highway around

Lidsdale.The project provides safer travelling

conditions for motorists and minimises the

impact of flooding in the area.

Gerogery level crossing

The $18 million rail overbridge and

approaches on the Olympic Highway, south

of Gerogery was opened to traffic in

December 2005.The 140 metre, four-span

bridge replaces a level crossing. The total

project is 1.6 kilometres long including the

new concrete and steel bridge.The bridge

over the railway significantly improves road

safety and travelling conditions.

Mitchell Highway, Copper Hill

The $6 million realignment of the Mitchell

Highway at Copper Hill five kilometres

north of Molong was opened to traffic in

May 2006. The work included a 1.6

kilometre realignment of the highway and

the construction of a new bridge over

Molong Creek, replacing two very narrow

bridges. There is also a new heavy vehicle

rest area on the bypassed loop of the

highway south of Molong Creek. The

upgrade has improved safety for motorists

and removed the disruption caused by

drivers slowing and stopping for oncoming

heavy vehicles on the bridges.

Mid Western Highway, Spring Creek

Construction of a replacement bridge at

Spring Creek on the Mid Western Highway

was completed and opened to traffic in

December 2005. The replacement is a

twin-arch structure, using pre-cast concrete

arches.The existing bridge at Spring Creek

was built almost 60 years ago. The

$6 million project is located about nine

kilometres west of Bathurst. The project

includes the upgrade of 1.2 kilometres of

the Mid Western Highway.

M A N AG I N G T R A F F I C

SPEED AND TRAFFIC VOLUME TRENDS

On the seven major routes to and from the

Sydney CBD, average speeds in 2005–06

were 32 km/h for the AM peak and 42 km/h

for the PM peak, which were slightly higher

than 2004–05.

The trends in average speeds for these major

routes are shown in Figure 10, together with

the growth in traffic volumes on these routes

during the same period. Despite traffic

volume growth of around 45 per cent during

past 15 years, the trend in average peak hour

speeds has remained consistent.

KEEPING THE TRAFFIC FLOWING

The focus for 2005–06 was to maintain

consistent travel times for motorists,

particularly during peak hours by:

More efficient response to incidents to

ensure good traffic flow.

Reducing the causes of delay through

improved operation of intersections,

electronic tolling on motorways, and

improvements to the traffic signal

control system.

Helping road users navigate the road

system more effectively.

Reducing traffic disruptions from

incidents and special events.

Incidents and special events

The RTA’s Transport Management Centre

(TMC) is responsible for managing special

events, the response to planned and

unplanned incidents, and disseminating

information to road users.As the central point

for handling crashes, breakdowns, roadworks

0

5

10

15

20

25

30

35

40

45

1990 91 92 93 94 95-96 96-97 97-98 98-99 99-00 00-01 01-02 02-03 03-04 04-05 05-06

Average speed (km/h)

0

10

20

30

40

50

60

70

% Change in traffic volume

AM speed PM speed % Change in traffic volume

FIGURE 10 SPEED AND TRAFFIC VOLUME TRENDS FOR SEVEN MAJOR ROUTES TO AND FROM SYDNEY


and spills, the TMC passes information to the

public through the media, the call centre and

Variable Message Signs (VMS).

The TMC is responsible for ensuring

that traffic systems operate at peak

performance. TMC activities include fine-

tuning coordinated traffic signal systems and

controlling other traffic operations such as:

Deployment of traffic commanders

to assume primary responsibility for

traffic management around incidents

on major roads in NSW.

Deployment of a Traffic Emergency Patrol

Service who routinely patrol major routes

in Sydney and surrounding areas to

identify and assist when incidents occur.

Operation of Variable Speed Limit

signs on all motorways so that speed

limits may be adjusted in response

to prevailing traffic conditions.

Expansion and operation of the

network of 492 VMS across Sydney’s

metropolitan area and selected major

routes across the State.

Expansion and operation of the

closed circuit television network

of 606 cameras that monitor roads

across Sydney and selected major

routes throughout the State.

Operation, management and

maintenance of the Sydney Harbour

Bridge lane control system and other

electronic and manual tidal flow systems

throughout the Greater Sydney area.

Development of the Sydney Transport

Evacuation Precinct Plan in conjunction

with other government agencies

to control traffic operations and

pedestrian movements in the Sydney

CBD in the event of a disaster.

Intersection and corridor improvements

Travel delays in 2005–06 were reduced.

This was achieved by improvements to

intersections and better access to major

roads on corridors and at specific locations.

Routes and locations in need of attention

have been identified through monitoring

congestion and travel times on the network.

Improvements included construction of

traffic signals, roundabouts and intersection

upgrades in the urban Sydney area –

President Avenue and Sylvania Road

Gymea; South Western Region – Olympic

Way and Jennings Road Henty; Snowy

Mountains Highway and Talbingo Road

Talbingo; Southern Region – Princess

Highway and Cranbrook/Hughes Road

intersection Batemans Bay; Hunter Region

– Princess Highway from Hexham Bridge

to Shamrock Street Hexham;The Entrance

Road Wyong; Western Region – Golden

Highway and Yarrandale Road Dubbo;

Percy and Maughan Streets Wellington;

Barriers Highway and Kidman Way Cobar.

Traffic signal coordination

The essential task of coordinating traffic

signals is carried out by the Sydney

Coordinated Adaptive Traffic System(SCATS). The system responds to traffic

demand in real time and coordinates traffic

signal timings to ensure smooth traffic flows.

SCATS’ capability was considerably

enhanced in August 2005 with the first

deployment of the Traffic Management

Interface System (TMIS). TMIS provides

a user configurable map-based interface

for the traffic management software

applications used in the TMC including

SCATS, Public Transpor t Information

Processing System, Central Management

Computer System, Traffic Information

Repor ting Facility and Video Control

System. It displays information from these

applications, such as site status, signal fault

alarms, locations of congestion, CCTV

images and incidents.

The first release of TMIS provides a

foundation for further application interfaces

which will come online as needed.

Annual upgrade agreements have now been

established with all RTA supported SCATS

users in Australia, New Zealand and

Singapore. These users will have the latest

version of the SCATS software, thus

reducing the demand on RTA resources to

support superseded versions of SCATS.The

annual update agreements also provide a

guaranteed annual income stream to offset

SCATS development and support costs.

Electronic toll collection

The RTA’s responsibilities for tolling include

the collection of cash and electronic tolls at

the Sydney Harbour Bridge and Tunnel, toll

enforcement services for all NSW toll roads,

and electronic tag distribution and customer

account management.

Electronic toll collection and E-only lanes

allow easier passage through toll booths.

There are also environmental benefits

because air and noise pollution is reduced

when vehicles do not have to stop to pay

a toll.

The RTA played the leading role in

introducing electronic tolling to NSW toll

roads and continues to show a lead in

supporting and maintaining interoperability

between all toll roads in eastern Australia.

The result has been a rapid expansion in

tag use with the RTA alone issuing around

357,000 tags by end of June 2006.

Toll systems

The RTA has implemented a number of new

systems to support the tolling operation.

The systems have been designed to improve

W O R L D M A R K E T

The SCATS system continues to be a

proven success with an expanding

international market. SCATS is currently

licensed to over 8,649 intersections in

eight states and territories in Australia,

and a further 15,000 sites in 84 cities

in 21 overseas countries.


processing efficiency and include internal

violation processing and recognition systems.

An outsourced system (Toll Compliance

Management System) processes toll

violations for private operators as well. An

internet based capability is currently being

developed to allow existing RTA tag

customers to check their accounts and

make changes as well as enabling new

customers to apply for a tag online.

Sydney Harbour Bridge and Tunnel

As owner and operator of the Sydney

Harbour Bridge, the RTA has collected

bridge tolls since 1932 and tolls for the

Sydney Harbour Tunnel since 1992.

Electronic tolling was installed on the

Sydney Harbour Bridge and Tunnel in 2001.

Around 70 per cent of road users now use

electronic tolling on the harbour crossings

during morning peak with up to 90,000

recorded readings per day.

The Sydney Harbour Tunnel toll booths are

being reconfigured to improve throughput

and reduce queues. Progress is being made

towards an electronic only Sydney Harbour

Tunnel. Minor changes have also been

made to the bridge toll booths to handle

increased tag use.

Motorways

The popularity of electronic tolling increased

during the year with just over 70 per cent of

all trips on toll roads (that accept cash) paid

with an electronic tag, up by nearly 10 per

cent on the previous 12 months.

The toll plazas on the M2 were reconfigured

to introduce express electronic tolling

lanes in January 2006. NSW’s first fully

electronic (cashless) toll road, the Cross

City Tunnel commenced operations in

August 2005.This was followed by the M7

in December 2005.

MAINTAINING TRAFFIC FACILITIES

The RTA’s management of traffic facilities

ensures they remain in suitable condition at

minimal cost. Traffic facilities include traffic

signs, longitudinal lines and other road

markings, traffic signals, and other electronic

equipment.

An approach that offers value for money and

reduced cost is the replacement of high

energy consuming incandescent lamps in

traffic signal lanterns. Light Emitting Diode

(LED) lanterns bring long-term environmental

benefits, reduced power charges and

improved visual performance. The rollout of

LED lanterns to replace incandescent lanterns

in 240 sites was completed in June 2006.

The rollout of a further 450 LED lanterns

will be completed in 2007.

ALTERNATIVE TRANSPORT

Alternatives to motor vehicle use such as

public transport, cycling and walking can

improve traffic congestion, air quality and

community health. For details refer to the

Positive environmental and urban design

chapter.

FREIGHT

Intelligent Access Program

The Intelligent Access Program (IAP) was

developed through Austroads in partnership

between all Australian road agencies and is

intended to be introduced during 2006–07.

The IAP will use satellite based tracking

technology to remotely monitor the

compliance of heavy vehicles against their

conditions of access.The RTA has established

a new IAP Unit and an online facility where

transport operators can ‘pre-enroll for

Higher Mass Limits (HML) under the IAP’.

Higher Mass Limits and Concessional Mass Limits

In June 2006, the Minister for Roads

announced the expansion of the Higher

Mass Limits (HML) network and the

introduction of Concessional Mass Limits

(CML) in NSW.

HML provides freight operators a significant

increase in mass limits, so long as rigorous

regulatory conditions are met.

From 1 July 2006, transport operators can

apply to operate at HML on key AusLink

routes, and on other roads to a distance of

100 kilometres in rural and regional areas

from the available sections of the AusLink

HML network. Approval of applications

is conditional on favourable engineering

assessments.

This initiative gives practical effect to

NSW’s obligations under the AusLink

funding agreement reached with the

Australian Government, and means that up

to 40 per cent of NSW is potentially

available for HML applications.

HML vehicles can transport an increased

payload capacity of between 10 and 13 per

cent, providing a significant productivity gain

to road transport operators. Accordingly,

HML has the potential to reduce the total

number of individual truck trips, providing

economic benefits by reducing the cost of

transporting goods and produce, while

contributing to improved road safety and

environmental outcomes.

CML allows vehicles to operate at

moderately increased mass limits, if

accredited under the Mass Management

Module of the National Heavy Vehicle

Accreditation Scheme.

I M P R O V E DS I G N P O S T I N G

The RTA is using market research

findings to look at ways to improve

guide signage on the road network.

The research investigates road users’

understanding and expectations of

guide signposting.Together with Tourism

NSW and others representing the

tourism industry, the RTA is making a

valuable contribution to new tourist

signposting strategies.


Maintaining the road network

Continue to provide an

appropriate level of maintenance

with reduced AusLink maintenance

funding.

Continue to strengthen

older RTA bridges.

Continue to work with local

government, internal providers

and industry to improve

productivity in the delivery

of maintenance works.

Implement the recommendations

from the Auditor-General’s

performance audit ‘Condition

of Our Roads’ to be released in

2006–07, including any necessary

changes to the annual report.

Apply the unique road safety

and incident management

required in the Alpine region.

Promote value engineering

workshops, to solve problems

and reduce maintenance costs.

Road development

Complete the Sydney Orbital

road network by completing

construction of the Lane Cove

Tunnel, planning of the M4 eastern

extension and the F3 Freeway

to M2 Motorway link.

Progress the Pacific Highway

upgrade, including Bonville Bypass,

Bundacree Creek to Possum

Brush, Brunswick Heads to

Yelgun and Karuah to Bulahdelah

sections and the acceleration

of the Moorland to Herons

Creek upgrade.

F U T U R E C H A L L E N G E S

Progress the Princes Highway

upgrade, including the Oak Flats

to Dunmore dual carriageway

and the Wollongong Northern

Distributor Extension.

Progress the Great Western Highway

upgrades in the Blue Mountains.

Complete the Windsor Road upgrade.

Continue the construction of the

North-West T-way.

Complete the extension of

Narellan Road from Camden Valley

Way to The Northern Road.

Commence the widening of

the F3 Freeway to six lanes

between Mt Colah and Cowan.

Implement the Central Coast

Transport Action Plan.

Duplicate the Alfords Point Bridge.

Continue planning and commence

construction of the new Hume

Highway accelerated duplication

program.

Complete the road changes associated

with the Cross City Tunnel.

Continue to implement urban design

corridor strategies to ensure a whole

of government approach to land use

and transport planning.

Complete planning for a sustainable

road network within Sydney

(including strategic bus corridors,

T-ways and other bus facilities)

for integration with north-west

and south-west sector structure

planning.

Participate with other NSW

Government agencies in the

implementation of the

Metropolitan Strategy.

Managing traffic

Maintain consistent travel times

through network operations and

provide effective management

of incidents and special events.

Implement Intelligent Transport

Systems, using electronic tolling

and other innovative equipment

to improve traffic flow and

traveller information.

Improve the efficiency of traffic

facilities maintenance in particular

replacement of high-consumption

incandescent traffic signal lamps

with more energy-efficient LED

lanterns.

Ensure that NSW road users

are provided with information

about changes to road rules

and traffic facilities.

Implement new network

developments that integrate

into the road transport system.

Use technology to provide more

efficient communication links to

the SCATS network.

Freight

Continue implementation of

the Intelligent Access Program

to facilitate network utilisation.

Implement an expanded Higher

Mass Limit network in NSW.

Establish a framework for the

introduction to NSW of higher

productivity vehicles, in line with

the Council of Australian

Governments (COAG)

commitment.

Plan and manage increased

heavy vehicle movements as

a result of the planned expansion

of Port Kembla.

POSITIVE ROAD SAFETY

OUTCOMES

POSITIVE ROAD SAFETY OUTCOMES32

POSITIVE ROAD SAFETY OUTCOMES


Safer road user behaviour,vehicles and road

environment

F ATA L I T I E S There were 508 fatalities on NSW roads in 2005

a further decrease on the level reached in 2004

with 510 fatalities.These results place the annual

NSW road toll for the past two years among the

lowest since the mid 1940s when the number of

vehicles was less than a tenth, and the population

was less than half that of 2005.

The NSW fatality rate per 100,000 population in

2005 was 7.5, the equal lowest figure since 1945.

This also compares favourably with the rate for

the whole of Australia at 8.0 fatalities per

100,000 population in 2005.

International comparisons show NSW ahead of

other OECD countries such as France (8.7

fatalities per 100,000 population), Italy (9.6), New

Zealand (9.9) and the United States (14.5), but

still lagging behind OECD leaders Sweden (4.9),

Netherlands (5.0) and the United Kingdom (5.3).

F A C TO R SI N V O LV E D I N C R A S H E S

A study of the calendar year ending

31 December 2005 revealed that:

Speeding was a factor in around 37

per cent of fatalities.

At least 16 per cent of fatalities were

the result of an incident involving a

driver or rider with a blood alcohol

level above the legal limit.

At least 17 per cent of people killed

in motor vehicles were not wearing

available restraints.

Driver fatigue contributed to about

19 per cent of fatalities.

At least 13 per cent of motorcyclists

killed were not wearing helmets.

Financial year figures are provided in

Table 2.

POSITIVE ROAD SAFETY OUTCOMES 33

CHILD SAFETY

Child road safety

The safety of children as road users is a key

priority for the community and a new

package of initiatives was announced after a

round table discussion was held by the

Minister for Roads in June 2006 with selected

stakeholders.

These initiatives included:

Development of a new electronic

school zone safety alert system to

warn drivers approaching a 40 km/h

school zone during school zone hours.

Selection of suitable technology

commenced in June 2006.

Commissioning of additional speed

cameras to be used in NSW school

zones to monitor vehicle speeds.

Increased fines and demerit points

for driving offences in school zones.

Establishment of ‘Drop Off ’ and

‘Pick Up’ parking and marshalling zones.

Enhancement of the School Crossing

Supervisor scheme to ensure reliability

and efficiency.

School road safety education

The RTA’s NSW School Road Safety

Education Program (K-2) supports road

safety education through compulsory

components of the school curriculum.

The program is a partnership between the

RTA and organisations involved in road safety

education in government, Catholic, and

independent schools and early childhood

services. The RTA funds these education

agencies to provide educational consultancy

suppor t to schools, professional

development and policy advice.

A new secondary school road safety

education resource for Stage 6 (Year 11 and

12) English students is being developed.This

resource, ‘In the driver’s seat – the nature of

authority’, uses a variety of RTA media texts

designed to develop students’ analysis of

youth, driver, pedestrian and passenger safety.

C O M P E T E N T R O A D U S E R S

NEW DRIVERS

Young driver initiatives

In July 2005 the NSW Government

introduced two changes to the provisional

licence scheme – the prohibited vehicle

and passenger conditions. Both these new

initiatives aim to help reduce the young

driver road toll.

The prohibited vehicle condition restricts all

new provisional (P1 and P2) drivers from

driving certain high performance vehicles.

The scheme aims to prohibit young driver

access to vehicles that are overrepresented

in young driver crashes.

The passenger condition applies to

provisional (P1 and P2) drivers who are

disqualified from driving for a driving offence

that is committed on or after 11 July 2005

and will apply for 12 months.This condition

restricts the provisional licence holder from

carrying more than one passenger when

driving after the disqualification period.

Novice Driver Program trial

The NSW Government agreed to

participate, through the RTA, in a national

trial of an innovative post-licence program

for new provisional drivers.Others in the trial

include the Australian Government,Victorian

Government, Insurance Australia Group,

Federal Chamber of Automotive Industries

and Royal Automotive Club of Victoria.

The focus of the program is on driver

behaviour and hazard perception with the

aim of achieving a statistically significant

reduction in the number and/or severity of

crashes experienced by novice drivers.The

program consists of classroom and in-

vehicle activities and will target drivers who

have held a provisional licence for up to

three months.

To measure a statistically significant

reduction in crashes the trial requires a

minimum of 6,600 provisional licence

holders in NSW to undertake the training

and an additional 6,600 provisional drivers

as a comparison group.

The cost of the trial program was estimated

at $10 million with the NSW Government

committing $2.5 million towards the project.

The recruitment and training of trial

participants will start in November 2007

and the final evaluation of the program is

scheduled in May 2010.

Estimated travel (million vehicle kms)Fatalities per 100,000 population

0

5

10

15

20

25

30

1978 1980 1982 1984 1986 1988 1990 1992 1994 1996 1998 2000 2002 2004 2006

30,000

35,000

40,000

45,000

50,000

55,000

60,000

65,000

Estimated travel (million vehicle kms) Fatalities per 100,000 population

FIGURE 11 TRENDS FOR FATALITIES PER 100,000 POPULATION AND MOTOR VEHICLE TRAVEL SINCE 1978

34 POSITIVE ROAD SAFETY OUTCOMES

C O M M U N I T YA W A R E N E S S

CAMPAIGNS

Paranoia

In February 2006 a public education

campaign, Paranoia, was launched to help

reduce alcohol related crashes. The

campaign aims to raise awareness of the

unpredictability of mobile random breath

tests (RBT) and increase the perceived risk

of being caught.The campaign taps into the

guilt and paranoia felt by drivers who drink

and drive.

The television commercial shows the main

character leaving a hotel to drive home. He

is confident as he leaves the hotel but soon

starts to imagine police in a variety of

situations as he drives home and is eventually

pulled over by an unmarked police car. Press

and radio advertisements support the

commercial and localised police statistics are

used to reinforce the number of random

breath tests conducted in local areas.

In-venue merchandise, including bar

runners, coasters and posters, were

distributed to take the message to drinkers

at point-of-sale.

Online advertising invited people to find

out how many random breath tests were

carried out in their area and linked back to

the RTA website.

Driver Reviver Program

To help drivers to manage their fatigue

the Driver Reviver Program encourages

drivers, particularly on longer trips over

holiday weekends, to take a rest break.

Volunteers offer refreshments supplied by

sponsor Bushells, at about 100 Driver

Reviver sites across the State.

The RTA has continued to support and

improve the Driver Reviver Program with

guidance on safety aspects of Driver

Reviver sites and promotion through

advertising,VMS and the internet.

DRINK DRIVING

Sober Driver Program

An independent evaluation of the Sober

Driver Program in April 2006 included

interviews with participants, facilitators and

magistrates. It found that repeat drink drive

offenders who completed the program

were half as likely to reoffend as those who

did not participate.

The nine-week program helps participants

understand the effects of drink driving

on themselves and the community and

aims to reduce reoffending by program

participants. Participation in the program is

by referral from a Magistrate or probation

and parole officer. The program is jointly

funded by the RTA and Motor Accidents

Authority and delivered by the Probation

and Parole Service of the Department of

Corrective Services.

Alcohol Interlock Program

The Alcohol Interlock Program is available

for courts as an option in sentencing

drivers convicted of certain serious drink

driving offences. To date, more than 500

interlock licences have been issued and 26

participants have successfully completed

the program. An alcohol interlock is an

electronic device that tests a driver’s breath

and prevents a motor vehicle from being

started if the concentration of alcohol

exceeds the pre-set limit of 0.02.

Transport options for drinkers

Programs were conducted in association

with licensed venues to provide local

alternative transpor t schemes. Local

government and other agencies were

involved in a number of areas including

the ‘Brain Bus’ servicing the ski fields

during the snow season, the ‘Summer Bus’

project in Wollongong, and the ‘Nightlink’

service in Newcastle. Patrons were able to

have safe options for travelling home

without drink driving.

Paranoia, the public education campaign to help reduce alcohol related crashes, was launched in February 2006.

The Early Childhood Road Safety

Education Program provides road

safety education to children’s services

throughout NSW. This involves

professional development to teachers,

resource distribution and support to

rural and remote children services.


Road, which has promoted the message

‘Slow down. Take control.’ to more than

12,500 young people since the program’s

introduction in 2003.

SpeedBlitz Cricket is an online, interactive

cricket game created to deliver the

sponsorship’s anti-speeding messages in a

fun environment. During the eight weeks of

the 2005–06 competition, more than

11,000 people played more than 100,000

games with over 450 prizes given away.

PUBLICATIONS

Access to publications

The RTA provides a toll free 1800 road

safety information number and website for

road safety publications. During 2005–06:

About 1.4 million road safety

community education publications

and other resources were sent to

customers.

The 1800 number call centre processed

more than 1,500 enquiry calls.

RTA customers ordered 225,955 road

safety publications by email via the

online road safety resource catalogue.

Young driver magazine

The RTA produced two editions of Geared,

a magazine for young drivers. Geared is a

high quality, bold and engaging product,

designed to sit comfortably beside other

youth magazine titles.

It was developed after detailed research

with the target market –16 to 25 year olds

with a Learner or Provisional (P1) licence.

Ongoing research indicates that the style

and subject matter has been well-received

by the market.

The magazine is carefully written and

designed using an informal style that is

youth-oriented and effectively engages

The SpeedBlitz Blues celebrate their ING Cup win against the South Australian Redbacks.

Compliance and Enforcement Campaign

The RTA implemented a campaign

involving press, radio, direct mail and online

advertising to raise awareness of new

Compliance and Enforcement legislation

introduced on 30 September 2005.

The campaign targeted heavy vehicle

owners and operators, industry associations

and road transport supply industries to raise

awareness of responsibilities under the new

legislation relating to road transport mass,

dimension, load restraint and driving hours.

Operators were encouraged to undertake

the necessary preparations to ensure

compliance with the new laws.

Demerit Points Campaign

The Demerit Points Scheme helps make

our roads safer by encouraging safe and

responsible driving. Changes introduced in

July 2005 provide more consistent penalties

and align them more closely to the safety-

related seriousness of offences.

A marketing campaign to outline the

changes included press, radio and online

adver tising, an information brochure,

poster for motor registries and a direct

mailout to local councils. A search function

was added to the RTA website allowing

users to search for demerit point offences

and fines.

SpeedBlitz Blues

This was the RTA’s fourth year as the major

sponsor of the NSW cricket team – the

SpeedBlitz Blues. The sponsorship raises

awareness of the dangers of speeding and

targets young male drivers with the

message that speed is great on the sporting

field, but not on the road. This year the

SpeedBlitz Blues won the domestic limited-

overs competition, the ING Cup, in a

thrilling victory.

Off the field, SpeedBlitz Blues squad

members have participated in the school

visits program, SpeedBlitz Blues On the

Two editions of Geared, RTA’s magazine for youngdrivers, were issued during the year.


R E G U L AT I O N A N DE N F O R C E M E N T

REVISED DEMERIT POINT SCHEME

Following a major review of the Demerit

Point Scheme, a number of changes were

introduced in July 2005 to better align

penalties with the safety-related seriousness

of offences. Some offences which previously

readers in ar ticles about road safety

without ‘preaching’ to them.

The 66-page magazine includes articles

about safe driving, the licensing system,

basic do-it-yourself mechanics, buying or

selling a second hand car and much more.

Around 110,000 copies of each issue were

distributed to young drivers through the

RTA’s motor registry network. The RTA

plans to continue to produce the magazine

twice a year.

LOCAL GOVERNMENT

ROAD SAFETY PROGRAM

The Local Government Road Safety

Program is a jointly funded partnership

between the RTA and NSW local councils

that has operated since 1992.The program

develops road safety initiatives within local

communities and brings together the RTA,

Institute of Public Works Engineering

Australia, the Local Government

Association and Shires Associations of

NSW, the Motor Accidents Authority and

council road safety officers. There are

currently 86 road safety officers working

across 101 participating councils. During

2005–06 the road safety officers continued

to deliver local community based road

safety education projects.

SUMMITS

The Minister for Roads announced a range

of measures flowing from the Road Users’

Summit, held in March 2005, to improve

driver behaviour, safety and traffic flow on

the State’s roads. A second summit, held in

May 2005 at Dubbo, aimed to address

issues for country road users.

On 7 July 2005, a Heavy Vehicles Summit

was held in Newcastle. Issues discussed at

that summit included:

Critical infrastructure maintenance,

including bridges.

Community views on sharing

the roads with trucks.

Fatigue management.

Industry calls for harsher penalties

for blatant/repeat safety breaches.

Education and skills training for

truck drivers.

Discussions with industry about ongoing

contributions from the heavy vehicle

sector for infrastructure.

An RTA audit of truck rest stops with

the industry and unions.

Legislative changes including speed

limiters and chain of responsibility.

Greater information sharing and

consultation between RTA, industry

and community.

L O W R I S K D R I V I N G W O R K S H O P S

The ‘Helping learner drivers become

safer drivers’ workshop presentation

was updated to include the principles

of low risk driving with 179 workshops

provided across NSW as par t of

the Local Government Road Safety

Program, Youthsafe. The workshops

were supported by new brochures,

posters and an RTA fact sheet in Arabic

and Chinese.

The Road Users’ Summit was held in July 2005 to discuss issues such as sharing the roads with trucks.

The RTA contributed over $7.6 million this year to fund enhanced enforcement operations.


attracted only a fine were amended to

introduce a demerit point penalty. For other

offences, demerit point penalties were

streamlined to 15 levels to encourage safe

and responsible driving. An extensive media

and advertising campaign alerted the

community to the changes.

ENHANCED ENFORCEMENT

PROGRAM

The Enhanced Enforcement Program is a

partnership between the RTA and NSW

Police to improve safe road user

behaviour by ensuring that police are

highly visible at strategic times of the year.

The RTA contributed in excess of $7.6

million for the financial year, to fund

operations targeting speeding, drink

driving, fatigue, heavy vehicle safety issues,

seatbelt use and helmet use.

RTA public education campaigns supported

seven Statewide enforcement operations.

The campaigns used a mixture of television,

radio and press to increase local community

awareness of police operations in all

RTA regions. In addition double demerits

campaigns supported police operations

including Operation Slow Down, Tortoise

and Safe Arrival.

HEAVY VEHICLE INITIATIVES

Speed limiter deeming legislation

The Road Transport Legislation (Speed Limiters)

Amendment Act 2005 was proclaimed in

November 2005. This Act enables the

effective prosecution of operators who allow

their heavy vehicles to travel more than

115 km/h due to faulty or non-functioning

speed limiters. Enforcement is due to

commence in August 2006.

Chain of responsibility

With the road freight task in Australia

expected to double by 2020, a series of

compliance and enforcement reforms

began under the Road Transport General

Act 2005. All parties involved in the road

transport logistics chain can now be held

responsible for mass, dimension and

loading requirements. A key component of

the reforms is accountability for freight

management and compliance from all

participants in the supply chain, creating an

end-to-end ‘chain of responsibility’

to prevent commercial interests overriding

safe transport practices. New penalties

and extensive enforcement powers were

also introduced to provide effective

monitoring of the industry.

Under the Act higher penalties are now

available to the RTA.With the new legislation,

from September 2005 to June 2006 the

RTA’s traditional roadside enforcement

program had several judgements against

overloading. Judgements awarded by the

court for individual severely overloaded

vehicles have been up to $10,000 and

$20,000.

Heavy vehicle driver fatigue reform package

The National Transport Commission is

conducting a review of the heavy vehicle

driver fatigue regulation. NSW is participating

in this review.

Safe-T-Cam

Safe-T-Cam is a unique system that

automatically identifies heavy vehicles that

may be breaking laws such as speeding

and driving beyond prescribed hours.

In July and August 2005 Safe-T-Cam was

upgraded to detect avoidance of heavy

vehicle checking stations at Marulan North

and Marulan South on the Hume Highway.

There are now 27 Safe-T-Cam sites on

primary heavy vehicle routes across NSW

T R U C K S C A N

Truckscan is used at RTA Heavy Vehicle

Checking Stations and in enforcement

vehicles to check driver licence and

vehicle registration and verify driver

logbook entries. Enhancements were

made in 2005–06 to maintain this

effective enforcement tool including a

mobile screening interface which allows

the inspectors to identify vehicles of

interest before intercepting them.

The chain of responsibility for compliance and enforcement was advertised throughout the heavy vehicle industry.


Three crash test programs were also

completed – 4WD, Crossover and a Utility

Update – and an additional single vehicle

release.ANCAP is also progressing a mixed

program (Phase 1) with a launch scheduled

for 18 August 2006.

After the 4WD pole test program ANCAP

conducted offset frontal crash tests on

the popular selling passenger 4WDs and

released the results with an overall star

rating in September 2005.

ANCAP is now recommending Electronic

Stability Control (ESC) for 4WDs and is

developing a joint program with the

Department of Transport and Regional

Services to demonstrate the benefits of

ESC to purchasers of new vehicles.

USED CAR SAFETY RATING

The Used Car Safety Rating (UCSR) will

help consumers to identify models rated

on their ability to protect occupants. It also

shows particular models’ aggressiveness to

other road users.

In 2006, UCSR data covered more than

1.7 million vehicles involved in crashes from

1987–2004 that were reported to police in

Australia and New Zealand.

The ‘Buyer’s guide to used car safety

ratings –2006’ covers the majority of popular

vehicles over about four years old. It has

crashworthiness ratings for 305 vehicle

with a total network of 100 sites, including

overhead cameras, heavy vehicle checking

stations and roadside inspection areas.

The merits of the system have been

recognised by South Australia’s Department

of Transport, Energy and Infrastructure

(DTEI) which has moved to install Safe-T-

Cam at 11 sites on interstate routes across

South Australia that are linked to NSW.

The RTA is working with the DTEI to

establish an effective inter-jurisdictional

network of Safe-T-Cam sites to monitor and

manage long haul driver fatigue.

S A F E R V E H I C L E S

RTA CRASHLAB

The new purpose built research facility,

RTA Crashlab, was officially opened at

Huntingwood in western Sydney in

December 2005. With enough space for

outdoor roadside furniture testing and a

105 tonne movable crash barrier capable of

multiple configurations, the facility enables

all testing operations to be conducted at a

single site. These include Australian New

Car Assessment Program (ANCAP) testing

as well as commercial testing of vehicles,

child restraints, seatbelts, pedal and

motorcycle helmets, bus seats and industrial

safety harness and fall arrest devices.

The Huntingwood RTA Crashlab facility

conducted 41 crash tests in 2005–06.

AUSTRALIAN NEW CAR ASSESSMENT

PROGRAM (ANCAP)

Since ANCAP began crash testing and

reporting on popular new model

passenger cars in 1993 safety levels have

increased significantly. It is likely that within

three years all cars tested will achieve

maximum points under the current test

and assessment regime.

Throughout 2005–06 ANCAP finalised the

4WD test program adding offset frontal

crash tests to the pole test results to allow

ANCAP to provide an overall star rating

for 4WDs.

RTA's new Crashlab has been purpose built to handle research and testing at a single site including testing forcommercial vehicles and ANCAP.

The Huntingwood RTA Crashlab facility in western Sydney opened in December 2005.


models with corresponding aggressivity

ratings for 284 (93 per cent) of these vehicles.

HEAVY VEHICLE INITIATIVES

26m B-doubles

A new heavy vehicle configuration of 26

metre B-doubles was approved for operation

in NSW from November 2005. Vehicles

permitted under this scheme are required

to meet important new safety standards.

Heavy vehicle inspection scheme

The RTA operates a Heavy Vehicle

Inspection Scheme (HVIS) that conducts

periodic inspections on heavy vehicles

and buses used as public passenger

vehicles. Almost 90,000 vehicles’ annual

registration inspections were conducted

across the State at a variety of sites.

In November 2005, a new compliance

safeguard was introduced which can

suspend or cancel the registration of a

vehicle which has not undertaken an HVIS

inspection.The RTA has also completed an

upgrade program across RTA inspection

sites by replacing roller brake, suspension

and pit-jack equipment.

State Transit Authority buses were included

in the HVIS progressively from April 2006.

Vehicle selection matrix

A trial of a Vehicle Selection Matrix (VSM)

commenced in February 2006 with the

VSM rollout scheduled for later in 2006.The

VSM strengthens the RTA’s existing risk-

based screening system for managing heavy

vehicle intercepts at automated Heavy

Vehicle Checking Stations. VSM improves

the intercept rate of high risk vehicles,

manages the checking station vehicle queue

and uses a screening tool to intercept

vehicles with poor compliance history.

S A F E R R O A D S

ROAD CONDITION

Crash related treatments

A total of $33.2 million in state funds was

spent in 2005–06 to undertake remedial

treatments to 193 high crash risk locations.

Work by the RTA included intersection

improvements, road realignments, clear zone

enhancements and safety barrier installation.

The Australian Government’s AusLink Black

Spot Program, administered by the RTA,

constructed a further 116 new crash

reduction projects with total federal funding

of over $14.2 million.

Pedestrian areas

In 2005–06, 40 km/h schemes were installed

or upgraded in 12 pedestrian areas. These

included installing traffic calming, safe and

convenient pedestrian crossings as well as

40 km/h signs.

The RTA installed pedestrian fences at new

locations along Military Road, Cremorne to

ensure a consistent design appearance for

the entire route between the Warringah

Expressway and Spit Road.

UPGRADES

Pacific and Princes Highway upgrades

Road safety has been improved on the

Pacific and Princes Highway with a number

of innovative road safety treatments.

Fatalities on the Pacific Highway have

decreased for several sections including

north of Hexham to the Queensland border.

On the Princes Highway from Yallah to the

Victorian border fatalities have halved from

24 in 2004 to 12 in 2005 with seven fewer

from January to June 2006 than in the

same period in 2005.

Railway level crossing upgrades

In 2005–06, eight major railway level

crossing upgrades were undertaken in

NSW as part of the Railway Level Crossing

Safety Upgrade Program. These major

improvements included converting sites

from passive to active traffic control by

using lights, bells and boom gates.

At 70 sites across NSW signal lamps were

upgraded with LED and non-frangible

objects were removed. Minor road

R O A D D E S I G NG U I D E

The RTA has further integrated road

safety into the road maintenance

program with a new ‘brownfields’

design guide. The guide will provide

maintenance engineers with interim

maintenance standards that can be

retrofitted to existing roads. The

document took advantage of recent

crash research to develop road design

innovations and new interim clear

zone widths.

26 metre B-doubles have been required to meet new safety standards since November 2005.


realignments and investigations for future

upgrade sites were also undertaken.

COMBATING SPEED

Automated wet weather speed limits

The RTA introduced Australia’s first

operational use of new technology

designed to automatically reduce the

speed limit under adverse weather

conditions. Rain-activated electronic

speed limit signs were installed along the

F3 freeway between the Hawkesbury

River and Mount White in conjunction

with a series of weather stations and

moisture detectors which enable the

speed limit to be automatically reduced

during wet weather. The displayed speed

limit is enforced by a fixed digital speed

camera.This system is intended to reduce

the high proportion of wet weather

crashes in the area.

Speed zone routes review

A review of 11 main routes investigated 77

full time speed limits on more than 285

kilometres of road. As a result, speed zone

changes on four Sydney based routes are

being implemented or completed.The speed

zone review also led to the installation of a

Variable Speed Limit scheme adjacent to the

Mount Boyce Heavy Vehicle Checking

Station, to be commissioned in 2006–07.The

scheme increases the current 60 km/h speed

limit to 80 km/h either side of the station, and

reduces speed limit to 40 km/h during

periods of poor visibility caused by fog.

Fixed speed cameras

There were 114 fixed speed camera sites

operating in NSW, including 13 cameras in

school zones at the end of 2005–06 with

41 camera sites in country and 73 in city

areas. Four new camera sites were

commissioned during the year. One site

was relocated due to improvements in

technology.


Competent road users

Implement the package

of initiatives to increase

child road safety across

NSW.

Further consider the point

-to-point speed cameras

concept for NSW and educate

drivers on their potential

effectiveness.

Community awareness

Implement and create

awareness of proposed new

drug driving legislation which

will allow random and

post-crash drug testing.

Regulation and enforcement

Introduce state-initiated ‘chain

of responsibility’ provisions for

fatigue offences.

Develop options to improve

the timeliness and effectiveness

of the ‘3 Strikes and You’re

Out’ heavy vehicle speed

management scheme.

Safer vehicles

Establish a framework for

the assessment of higher

productivity vehicles.

Safer roads

Finalise the Princes Highway

Road Safety Strategy

improvement program.

Signage and technology designed to automatically reduce speed limits during wet weather was introduced on theF3 freeway at Mount White.

POSITIVE ENVIRONMENTAL

AND URBANDESIGN

OUTCOMES

42 POSITIVE ENVIRONMENTAL AND URBAN DESIGN OUTCOMES

POSITIVE ENVIRONMENTAL AND URBAN DESIGN OUTCOMES

A LT E R N AT I V E T R A N S P O R T

BUS PRIORITY

Review of bus services

The RTA has been actively involved with other

transport agencies in the NSW Government’s

Review of Bus Services. Since the review

identified strategic bus corridors, work has begun

to improve priority for buses on routes with the

greatest potential for growth. Bus priority

measures improve the efficiency of bus

operations and include bus lanes, transit lanes,

priority traffic signals and bus bays along existing

major bus corridors.

The review identified 51 strategic bus corridors

across the Sydney metropolitan area (43),

Newcastle (4), Wollongong (2) and the Central

Coast (2). Sixteen of the Sydney corridors were

accepted by the NSW Transport Reform

Taskforce to have bus priority measures

implemented as a high priority.The 16 corridors

connect the centres of Parramatta, Bankstown,

Hurstville and Burwood.

The NSW Treasury has allocated an additional

$90 million to the RTA’s budget over the three

fiscal years (2005–06 to 2007–08) to implement

bus priority measures on strategic bus corridors.

The funding is in addition to the RTA’s $15

million annual bus priority allocation.

An interim version of the Public Transport

Information and Priority System (PTIPS) has

been deployed on Strategic Bus Corridor 24

between Hurtsville and Miranda which

complements the previously installed prototype

system on STA Route 400 between Bondi and

Burwood (via the Airport). PTIPS improves bus

reliability by giving late running buses signal

priority. Bus management and service planning

has been improved through better information

on fleet performance.

Bus priority measures have been implemented

on the Miranda – Hurstville, Anzac Parade and


Impacts on the natural,cultural and built

environments are minimised

POSITIVE ENVIRONMENTAL AND URBAN DESIGN OUTCOMES 43

the Warringah Road corridors.Works have

commenced on the Victoria Road,

Liverpool – Bankstown and the Miranda –

Bankstown corridors.

The growth in bus lanes, T-way and transit

lanes in Sydney is displayed in Figure 12.

Bus lane cameras

The RTA has developed new enforcement

cameras specifically for use with bus and T-

way lanes. Since bus lanes were introduced

in the early 1990s, illegal use has had an

impact on bus travel times and added to

operating costs. A number of initiatives are

in place to improve motorists’ compliance

with the rules governing the use of bus

lanes. These include colouring all Sydney’s

bus lanes red and public education

campaigns to increase road user awareness

of how to use bus lanes.

In addition, enforcement strategies have

been developed using camera technology

that is able to detect and automate an

infringement process for illegal bus and T-

way lane use.

In September 2005, the first 13 enforcement

zones on bus lanes and T-way lanes

commenced operation. Construction has

begun on nine more Sydney CBD sites.

A public education campaign was conducted

to communicate the introduction of the

cameras. The campaign included press,

radio and outdoor advertising. A one

month period of grace applied where

motorists caught illegally using a bus lane

were sent warning letters rather than

infringement notices.

The campaign achieved its objective of

increasing the awareness of bus lanes. This

was demonstrated by a reduction of bus

lane infringements on Parramatta Road,

dropping from 14 per cent of bus lane

traffic two weeks before the campaign to

less than one percent during the campaign.

TRAVEL DEMAND MANAGEMENT

Government agencies and other

organisations were helped by the RTA to

produce and use their own transport

access guides.Transport access guides offer

information for people travelling to and

from a particular site using sustainable,

energy efficient forms of transport such as

walking, cycling and public transport.

Information about transport access guides

is available at:

www.rta.nsw.gov.au/transportaccessguides.

In 2005–06 the RTA developed transport

access guides for metropolitan motor

registries to provide our customers with an

equitable and sustainable option.

The RTA also implemented a training

program to encourage staff to cycle to

work on a regular basis.The Cycling in the

City program, an initiative of the City of

Sydney, helps participants develop their

cycling proficiency and road safety skills and

encourages regular commuter cycling.

The RTA continued to develop its cycleway

mapping program with the release of the

new Sutherland and Campbelltown

cycleway map. Another three new maps

have been produced, covering the area

from Pittwater and Hornsby to Newcastle

and Lake Macquarie, including the Central

Coast region.

New promotional materials were developed

to promote safe cycling including a postcard

on safe cycling, the RTA cycleway maps and

the website.

CYCLISTS

In 2005–06, the RTA continued improving

the bike network. Off-road shared paths

were integrated wherever practical on

newly built roads and off-road cycleways

were created to connect people with their

destinations. The RTA also actively

promoted cycling as a healthy, affordable,

flexible and environmentally friendly form

of transport.

The RTA invested in facilities for cyclists

through a number of infrastructure programs

Length in kms

0

30

60

90

120

150

180

210

240

1995 96 97 98 99 2000 01 02 03 04 05 2006

Length (km) of bus lane Length (km) of T-way Length (km) of transit lane

FIGURE 12 GROWTH OF BUS LANES,T-WAY AND TRANSIT LANES IN SYDNEY

T E L E W O R K I N G

The RTA continued to provide advice

and assistance to government agencies

and businesses on teleworking to help

reduce car travel and improve air

quality. RTA staff members were also

supported in teleworking at home or

at RTA telecentres in Gosford and

Penrith and at hot desks at Parramatta.


including $6.6 million allocated specifically

for cycling infrastructure, education and

promotion.

As most cycling takes place on local roads,

the RTA provided $3 million funding

support to councils on a dollar for dollar

basis, to develop and construct local

cycleway networks. Ninety-six local bicycle

network projects were funded at a total

value of over $6 million.

Major cycleways completed were:

Westlink M7 Motorway – A 40

kilometre long totally grade-separated

shared path for cyclists and pedestrians.

Lawrence Hargrave Drive – 2.5 metre

wide shared path along the new Sea

Cliff Bridge.

Support continued for community group

events that encourage greater use of

cycling. These included the Portfolio

Partners Sydney Spring Cycle (PPSSC),

NSW Big Ride and MS Sydney to the

Gong. The 2005 PPSSC was held on

23 October. It took a new route and

finished at the Sydney Olympic Park where

the Bicycling Australia Show was held. More

than 7400 people participated in the

Portfolio Partners Sydney Spring Cycle.

Annual Bike Week promotions were held in

September, encouraging cycling in local

communities to replace short trip car

journeys and promote bicycle safety issues.

Funding of $110,000 was provided to

promote family, health and safety oriented

bicycle events held through local councils,

Police Citizens Youth Clubs and bicycle user

groups. The RTA provided funding

assistance to 51 community events across

NSW. New guidelines on RTA funding

were developed and placed on the RTA

website.The RTA also developed templates

for advertisements, posters and banners

that can be used by community groups.

PEDESTRIANS

In 2005–06, the RTA pursued a number of

initiatives to improve pedestrian access and

safety. Facilities for pedestrians included:

Pedestrian bridges at Canterbury and

Wiley Park with construction underway

at Yagoona and planning well advanced

at Blakehurst.

New and reconstructed pedestrian

traffic signals including Milsons Point,

Beverley Park, Gosford, Coffs Harbour,

Horsley, Mount Ousley, North

Wollongong, Unanderra, and Bathurst.

Pedestrian crossings and refuges.

Additional audio-tactile push buttons

to help vision-impaired pedestrians.

Kerb ramps.

Pedestrian fencing.

To develop integrated pedestrian networks,

the RTA helped local councils prepare

Pedestrian Access and Mobility Plans

(PAMPs). 72 PAMPs have been developed

across the State, including seven completed

during 2005–06. The RTA also continued

supporting councils to implement these

plans which enhance safety, convenience

and mobility on links between public

transpor t and other key centres of

pedestrian movement.

The RTA continued to reinforce safe

pedestrian behaviour amongst parents,

teachers and children through ongoing

support of the Pedestrian Council of

Australia initiative Walk Safely to School Day.

The council held its annual event in April

2006, which the RTA funded $30,000.

I N F R A S T R U C T U R EP L A N N I N G A N DR O A D W O R K S

ENVIRONMENTAL ASSESSMENT

As required by the Environmental Planning

and Assessment Act 1979 (the EP&A Act),

the RTA aims to ensure that the potential

environmental impacts of its road and

bridge infrastructure proposals are properly

considered. As part of the environmental

assessment process, the RTA also develops

measures to avoid, minimise, mitigate and in

some circumstances offset, adverse impacts.

Amendments made to the EP&A Act on

1 August 2005 included the new scheme

for environmental assessment of major

infrastructure set out in Part 3A. The

Training courses were held in October

and November 2005 to improve the

skills of RTA staff involved in planning,

designing and construction of bicycle

and pedestrian facilities. 148 RTA staff

and 64 local council officers and

professional consultants had attended

the courses.

Peter Greenland, Design Manager Westlink M7 team, cycles to work on the new Westlink shared path for cyclists and pedestrians.


scheme makes a number of changes to the

way projects are assessed including more

emphasis on the key environmental issues.

Processes were developed by the RTA to

ensure a smooth transition to the new

scheme.

During 2005–06 the Tugun Bypass Proposal

was approved under Part 3A of the EP&A

Act. Approval under Part 3A was sought

for the Bulahdelah Bypass and the

Moorland to Herons Creek Upgrade.

During the year, the RTA considered 317

Reviews of Environmental Factors (REFs).

REFs are environmental assessments which

examine the potential environmental

impact of an activity which is subject to Part

5 of the EP&A Act but not subject to Part

3A and does not require development

consent under Part 4 of the EP&A Act. REFs

are generally prepared in accordance with

the RTA Environmental Impact Assessment

Policy, Guidelines and Procedures.

ENVIRONMENTAL

MANAGEMENT SYSTEM

The RTA maintains an Environmental

Management System (EMS). The EMS

provides an environmental management

framework to suppor t continual

improvement in RTA environmental

performance. The RTA EMS is currently

under review. Key developments in the EMS

for 2005–06 included the release of a

procedure on erosion and sedimentation

risk assessment (August 2005), and four

Environmental Directions covering

environmental policy advice for emergency

maintenance or repair works, Sydney water

restrictions, extractive industries –

environmental protection licences and

pesticide use.

ENVIRONMENTAL EDUCATION

AND TRAINING

The RTA provides staff with formal

and informal environmental training

opportunities. A central register developed

in 2003–04 informed staff of the

environmental training courses and

sessions available. Over the past year

approximately 626 hours of formal

environmental training was attended by

more than 109 staff. The environmental

training courses included erosion and

sediment control training and Chemcert

Accreditation for the use of pesticides.

Other workshops included environmental

legislation updates, environmental

assessment, biodiversity, and information

sessions on the released RTA

environmental policies and procedures

(eg Erosion and Sedimentation Risk

Assessment Procedure, RTA Contaminated

Land Management Guideline and RTA

Acid Sulfate Materials Guideline).

ENVIRONMENTAL COMPLIANCE

The RTA currently holds eight

Environmental Protection Licences (EPLs)

under the Protection of the Environment

Operations Act 1997. The EPLs were

issued for various activities such as waste

generation and storage for the Sydney

Harbour Br idge , freeway/tol lway

construction for the F5 widening and a

gravel extraction quarry at Mewburn. In the

past year one non-compliance was issued

for the Ashby Dry Dock EPL. The non-

compliance was a result of failure to meet

the deadline for implementation of works

relating to the stormwater management

plan. No Penalty Infringement Notices

(PINs) were received from the Department

of Environment and Conservation (DEC)

during 2005–06.

CONTRACTOR ENVIRONMENTAL

PERFORMANCE

The RTA regularly reviews contractor

environmental performance and a new

strategy of assessment began in 2005–06

intended to improve their performance.

Environmental contractor performance for

construction and maintenance in 2005–06 is

represented in Figure 13. For construction

contracts (external service providers), 172

contractor performance reports were

undertaken for 12 Statewide RTA branches.

Of these reports 49 per cent were

acceptable, 45 per cent were good, 5 per

cent were superior and 0.6 per cent were

considered unsatisfactory. In addition, eight

construction contractor performance

reports were undertaken for two RTA

branches managing internal ser vice

providers. Of these eight reports 37.5

per cent were acceptable and 62.5 per

cent were considered good.

% Assessment reports

0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%

Unsatisfactory

Contruction contracts(open tender)

External service provider

Contruction contracts(open tender)

Internal service provider

Maintenance contracts(single invitation)

External service provider

Acceptable Good Superior

FIGURE 13 ENVIRONMENTAL PERFORMANCE OF INTERNALAND EXTERNAL SERVICE PROVIDERS

TABLE 7 M5 EAST FREEWAY AIR QUALITY MANAGEMENT PLAN PROGRESS

PROGRAM 2005–06 PROGRESS

Community education The Environment Australia brochure Hot Tips, on correct use

of solid fuel heaters, was translated into four languages for distribution

and community education through the local council’s Non English

Speaking Background networks.

Travel demand Transport Access Guides to encourage people to use more

management environmentally sustainable transport, were distributed.


For single invitation maintenance contracts,

205 contractor performance reports were

undertaken for 87 council providers. In July

2005 RTA moved from single invitation

maintenance contracts to the alliance

approach with RTA internal providers.

A reporting structure for environmental

performance of alliance projects is under

development. Refer to the Positive

Economic Outcomes chapter for more

information on alliance projects.

AIR QUALITY

M5 East Air Quality Improvement Plan

In June 2006 the Minister for Roads

announced the NSW Government’s air

quality improvement plan for the M5 East

Tunnel.

The air quality improvement plan included:

Video identification of smoky heavy

vehicles trial.

Increased ventilation flows with

an extra 12 fans.

A trial of filtration technology.

The video detection system will monitor and

identify polluting heavy vehicles in the M5

East Tunnel and lead to these vehicles being

directed to emissions testing and treatment

under the Clean Fleet program. A trial

indicated that treated vehicles have had

emissions reduced by an average of 30 to

40 per cent and in some circumstances by

over 80 per cent.

An additional 12 ceiling fans will be installed

and these are expected to improve in-

tunnel air quality.

The trial of filtration technology will also

remove particulates causing haze and treat

air in the western end of the westbound

tunnel. The plant is expected to provide a

visible improvement to air quality at the

worst affected section of the M5 East.

M5 East Freeway Air QualityManagement Plan

The ongoing Air Quality Management Plan

(AQMP) introduced in 2002 for the M5 East

is due to be completed in 2007. The $2.5

million program identified opportunities to

improve air quality in the sub-region of the

M5 East ventilation stack.

The AQMP Steering Group, comprising

representatives from NSW Health,

Department of Planning, DEC and the

RTA, developed strategies for the AQMP.

Table 7 presents the actions implemented

in 2005–06.

Ambient air quality monitoring continued

for the M5 East. Monitoring data and reports

are available on the RTA website. None of

the air quality goals were exceeded due to

operation of the M5 East stack.

HERITAGE

Aboriginal culture and heritage

The Aboriginal Liaison Protocol was

developed further with the incorporation

of new consultation requirements issued by

the DEC. The protocol is an internal staff

procedure which specifies Aboriginal liaison

requirements and will form part of the RTA

Aboriginal Heritage Guidelines.

Heritage and Conservation Register

The RTA has a responsibility under section

170 of the Heritage Act 1977 to identify

and manage the items of heritage in its

ownership or control. These items are

predominantly bridges but also include

vehicular ferries, property assets, movable

collections and archaeological items.

The RTA Heritage and Conservation

(S170) Register is regularly updated. Since

2005, heritage assessments have been

completed for RTA owned or controlled

concrete slab and arch bridges in NSW,

concrete beam bridges in Sydney, South

West and Southern Regions and identified

archaeological items.

The second edition of the RTA Thematic

History, a component of the S170 Register,

was released in March 2006. It describes the

history of NSW road departments, road and

The NSW Government’s new air qualityimprovement plan for the M5 East Tunnel wasannounced in June 2006.


bridge network, vehicle regulation and

licensing of drivers, traffic management and

safety.The first edition of the Thematic History

was written in 1996 as part of Heritage Office

requirements to establish the RTA Heritage

and Conservation Register (S170 Register).

In accordance with section 170A of the

Heritage Act 1977, the RTA is required to

provide a statement on the condition of items

on its register in the annual report (see the

Table 8 and Figure 14).There are 411 items on

the RTA Heritage and Conservation Register

including 35 State Heritage listed items.This

represents an overall increase of 124 items.

Heritage items with significant works being

undertaken are displayed in Table 9.

During the year the RTA advised the NSW

Heritage Office that the following items

would be removed from the Heritage and

Conservation (S170) Register :

85 Farrell Road, Bulli

(Item No. 4301086).

Wologorong Creek Bridge, Goulburn

(Item No. 4310637).

State Heritage Register

Information regarding approved works

on several of the 35 heritage listed items

controlled by the RTA is provided in

Table 9.

The NSW Heritage Council has approved

applications under section 60 of the

Heritage Act 1977 for the following work

on State heritage items:

Proposed strengthening works on

Colemans Bridge over the Leycester

Creek, Lismore.

Proposed emergency upgrade of the

lift span deck of the Swan Hill Bridge

over the Murray River, Swan Hill.

Proposed emergency upgrade of

the bottom chords of Morpeth Bridge,

Morpeth.

Heritage asset management strategy

The State Agency Heritage Guide (Heritage

Office, 2005) requires all state agencies to

develop heritage asset management

strategies. The way the Heritage Office

(now part of Department of Planning)

administers Conservation Management

Plans (CMPs), has affected the delivery of

28 CMPs reported by the RTA last year.

Strategies are being prepared to assist in

managing groups of heritage items and

these will change the nature of the CMP

documents which support each item listed

on the State Heritage Register. The

management of timber truss bridges is

being addressed in a revised strategy.

National Trust Heritage Festival

The RTA participated in the National Trust

Heritage Festival 2006 during which a

plaque for McFarlane Bridge was provided

in partnership with Engineers Australia.

The latest in a series of eleven self-guided

tour brochures was released: The

Summerland Way – Richmond and Clarence

Valleys (NSW) to Moreton Bay (Queensland).

Conservation management plans

The RTA is implementing a CMP for

the Sydney Harbour Bridge. Repainting

continued for the southern approach

spans, with considerable improvements

in work productivity due to the

implementation of a collaborative alliance

with the workforce.

The NSW Heritage Council endorsed a

CMP for the significant Windsor Road–

Old Windsor Road corridor.This strategic

plan comprehensively addresses the

heritage aspects of a length of road for the

first time.

The NSW Heritage Council has approved emergency works to historically significant Morpeth Bridge,one of only three similar structures remaining in the State.

Surveyors’ equipment is one of many heritage items managed and listed on the RTA’s Heritage and Conservation Register.


Heritage Action Plan 2005–2010

A scheduled review of the 1999–2004

Heritage Strategic Plan demonstrated

achievements to date.The Heritage Action

Plan 2005–2010 provides strategies and

actions for a heritage function to be

integrated within RTA business.

Oral History Program

Under the guidance of the RTA Heritage

Committee, the Oral History Program

continues to document the RTA’s rich

heritage of road and bridge engineering.

The work this year included:

Completion of ‘Building Bridges’,

Part 2 of the Lawrence Hargrave

Drive Oral History, which tracked

the construction of Sea Cliff Bridge

through to the official opening on

11 December 2005.

Completion of interviews for an

oral history on the development

of the Remembrance Driveway

between Sydney and Canberra,

and the Victoria Cross Rest Areas

along the route.

NOISE MANAGEMENT

Noise Policy development

The RTA and the DEC continued work on

a new construction noise policy and review

of the Environmental Criteria for Road

Traffic Noise. This work will assist in the

current review of the RTA Noise

Management Manual.

Northern Pacific Highway Noise Taskforce

Noise mitigation strategies continued to be

implemented following the August 2003

report of the Northern Pacific Highway

Noise Taskforce. Initiatives included:

Construction of three separate

noise walls at Tweed Heads with

combined total length exceeding

1.5 kilometres.

Architectural treatment of homes

at Sapphire/Korora, Ewingsdale,

Tyagarah,Tintenbar and Newrybar.

At least 95 per cent of architectural

treatments completed at Tweed

Heads and Tandys Lane.

Architectural treatment for

195 houses under the Northern

Pacific Highway Noise Taskforce

program.

Construction on Ewingsdale noise

wall commencing mid July 2006.

PROTECTING BIODIVERSITY

The RTA has many mechanisms in place to

protect biodiversity. These include the

RTA Environmental Impact Assessment

Policy, Guidelines and Procedures, stringent

environmental specifications, regular

environmental audits and inspections of

construction sites and environmental

awareness training for RTA staff and council

workers. An outline of RTA projects to

protect biodiversity in 2005–06 are

included in Table 10.

TABLE 8 CONDITION OF RTA HERITAGE ITEMS

Total number of RTA items 411

State Heritage Register listings 35

Condition:

Good 193

Fair 115

Poor 74

*Not known or applicable 29

Percentage

100

50

0

25

75

2000-01 2001-02 2002-03 2003-04 2004-05 2005-06

Good Fair Poor Not known / not applicable

FIGURE 14 CONDITION OF HERITAGE ASSETS

The Victoria Cross Rest Areas were featured in the Remembrance Driveway oral history projectundertaken during the year.


An example of the RTA’s work in

protecting biodiversity is the demolition of

the old Millfield Bridge over Wollombi

Brook following the construction of a new

bridge. This project involved relocating the

resident colony of threatened southern

myotis bats. The project was successfully

completed with population numbers of

bats roosting in the new bridge similar to

those in the old bridge.

Threatened species

The RTA contributed to a number of

Threatened Species Recovery Plans (TSRP)

prepared by the DEC in accordance

with Part 4 of the Threatened Species

Conservation Act 1995. Refer to Appendix 2

for full details.

Green and Golden Bell Frog, Arncliffe

The RTA continued to monitor the Green

and Golden Bell Frog population in ponds

constructed as a compensatory measure

for the M5 East.The Green and Golden Bell

Frog population has been stabilised at the

Marsh Street Wetland and Kogarah Golf

Course and management of the ponds will

be handed over to the Department of

Planning.

Woolooware Shorebird Lagoon

The RTA contributed $2,500 to undertake

maintenance weeding works of the

Woolooware Shorebird Lagoon area in this

financial year. Under RTA supervision the

site was monitored by specialist consultants

and no further issues were identified.

After preparing final plans for this site,

the RTA will return it to the Department

of Planning (site owner) or Department of

Environment and Conservation, the next

potential owner.

Translocation of threatened species

A population of the State and

Commonwealth listed Purple Copper

Butterfly (Paralucia spinifera) was translocated

and key habitat rehabilitated in the road

reserve of the Castlereagh Highway (SH18)

near Lithgow with the assistance of the DEC.

The RTA contributed $6,072 in monitoring

and ongoing maintenance works for the

Purple Copper Butterfly population at the

site in 2005–06. Monitoring indicated that a

viable population has been retained.

Vegetation management

Cooks River/Castlereagh Ironbark Forest

Work by the National Trust of Australia

(NSW) continued on the Cooks

River/Castlereagh Ironbark Forest Bush

Regeneration project at Beverley Grove, as

part of compensation related to the M5

East.The National Trust was engaged by the

RTA to undertake bush regeneration

activities at the site and is finalising the

revegetation program of native plants in

several parts of the forest. Work has

concentrated on maintaining plant

regeneration and these activities will ensure

healthy bush generation continues until the

contract ends in June 2007.

H A R B O U R B R I D G EH E R I TAG E L I S T I N G

The RTA is examining the national

heritage values of the Sydney Harbour

Bridge. A proposal to nominate the

Bridge for inclusion on the National

Heritage List is being developed

in conjunction with other key

stakeholders.

TABLE 9 PROGRESS ON HERITAGE ITEMS WITH SIGNIFICANT WORKS

HERITAGE ITEM 2005–06 PROGRESS

Hinton Bridge, Hinton Major upgrading continues.The upgrade will improve structural

(Item 4301090) capacity using modern materials while reducing the amount of timber

needed for maintenance.

‘Thalia’ 281 Great The house was relocated slightly due to adjacent roadworks.

Western Highway, Lawson Because of its heritage significance to the local community

(Item 4309662) it has undergone extensive restoration.

Junction Bridge,Tumut An addendum Statement of Heritage Impact was prepared

(Item 4300007) for the proposed pier replacement.

Sydney Harbour Bridge A Statement of Heritage Impact was prepared for proposed

(Item 4301067) upgrade of fencing around planter boxes on the Sydney

Harbour Bridge approaches.

Echuca-Moama Bridge A Statement of Heritage Impact was prepared for

(Item 4301047) the proposed repair of parapets and railing.

Sydney Harbour Bridge A Statement of Heritage Impact was prepared for

(Item 4301067) proposed upgrade of the Bay 6 façade Ennis Road

near Milsons Point Station.

Sydney Harbour Bridge A Statement of Heritage Impact was prepared for proposed

(Item 4301067) upgrade of drainage on approaches above Ennis Road near

Milsons Point Station.


TABLE 10 BIODIVERSITY PROJECTS

ACTIVITY PURPOSE PROGRESS 2005–06

Promoting RTA measures used Management of The RTA gave a presentation at the Australian Government Department

to minimise road impacts on native wildlife on roads of Environment and Heritage workshop on the identification and mitigation

biodiversity of the impacts of roads on biodiversity in Canberra, May 2006.

The RTA attended a community forum at Narrabeen in June 2006 to discuss

the RTA approach to roadkill mitigation on roads in northern Sydney.

The RTA presented on Pacific Highway threatened flora translocation

experience at the Australian Network for Plant Conservation Vegetation

Management Workshop in August 2005.

Development of a call centre Management of The RTA funded the develpment of a draft manual by the RSPCA for

resource manual for managing wildlife on roads call centre staff to more effectively manage calls from motorists regarding

roadkill response injured animals on roads.

Trialling effectiveness Management of A three year post graduate research study trialling the effectiveness

of odour repellents wildlife on roads of odour repellents in managing vehicle collisions with wildlife was

completed in October 2005. One of the products trialled provided

promising results.

Trialling effectiveness of Management of The RTA provided $25,639 to monitor the effectiveness of an

fauna mitigation measures wildlife on roads experimental possum rope bridge over Wakehurst Parkway, Sydney.

Trialling effectiveness of Minimising impacts The RTA contributed $10,000 to monitor the effectiveness of bat

fauna mitigation measures to biodiversity breeding and roosting boxes installed under the Prince Alfred Bridge

at Gundagai.

Fund research into effects of Koala population Research for the koala monitoring project undertaken by RTA

road construction and operation research recommenced on Bonville following four years of preconstruction

on koala populations adjacent monitoring. Expected expenditure in 2005–06 is $40,000.

to the Pacific Highway at Bonville

Research into the factors The effect of bridges RTA contributed $162,634 to investigate the factors limiting the growth

limiting the growth of plants on vegetation growth of plants under road bridges and the associated impacts of this lack of

under road bridges and invertebrates vegetation on invertebrates.

Research into post construction The effect of bridges on The RTA is involved in partnership with university research.

and operational impacts of bridges estuarine environments

on estuarine environments

Pilot project on utilising RTA road environment Conservation Volunteers Australia weeded and planted two rest

volunteers on RTA works corridors areas in addition to a major planting on the Hume Highway along

the Mittagong Bypass.The pilot program is being used to test the

feasibility of using volunteers on RTA projects for greening

environment corridors.


Duffy’s Forest Endangered Ecological Community

Bush regeneration works were undertaken

by the RTA in a stand of the Duffys Forest

ecological community on an RTA

compound site in Frenchs Forest.The works

involved translocating the soil seed bank

from an area impacted by road works to a

nearby degraded area. Regular weeding of

the translocated soil was undertaken, along

with weeding in adjacent stands of remnant

Duffys Forest ecological community. A plan

of management for appropriate bush

regeneration works over the next three

years has been prepared for the RTA.

ROADSIDE ENVIRONMENT

The RTA continued to fund the Roadside

Environment Committee (REC) which

encourages councils and other groups to

manage linear reserves more effectively.

Key achievements included:

Conducted five training courses and

assisted a further 15 to be supplied by

private providers.

Provided detailed briefings to the new

Catchment Management Authorities.

Distributed approximately 300 ‘Significant

Roadside Area’ signs to local councils.

Produced and distributed approximately

2,000 copies of the REC information

bulletin ‘Saving our Corridors’ in May

2006.

Updated the REC internet webpage

on the RTA website with links to

member agencies.

Worked with the Rural Lands

Protection Board and DEC to begin

implementing the recommendations

contained in the REC funded report

‘Strategic Management of Travelling

Stock Reserves for Conservation’.

Finalised a research paper titled

Guidelines for Local Government on

Clear Zones and Sight Lines on Rural

Roads in late 2005 that will contribute

to RTA clearzone protocols for local

government.

Completed a survey of planning

documentation and practice in NSW.

Acquired over 300 plans relating to

vegetation and linear reserve

management.

Worked with the Department

of Natural Resources to formulate

and revise regulations governing

clearing on linear reserves.

Participated in a working group with

DEC, Greening Australia, Department

of Lands and National Parks Association

in preparing proposals for conservation

of high quality vegetation on roads and

crown leases, and is exploring the

potential of conservation covenants and

carbon credit programs for these linear

reserves.

Worked with the NSW Weeds

Committee to prepare protocols for

controlling spread of weeds on linear

reserves.

Funded enhanced management

of significant roadside vegetation under

the Environmental Trust Integrated

Environmental Program.The program

is now in its second year.

Presented at a number of regional

forums including the NSW Vegetation

Forum in Albury March 2006.

Research for the koala monitoring projectrecommenced on the Pacific Highway at Bonville.

A population of the Purple Copper Butterfly was rehabilitated and translocated in the road reserve of theCastlereagh Highway.

The flowing design of the recently opened Sea Cliff Bridge on Lawrence Hargrave Drive fits into its setting and offers road users a unique experience.


URBAN DESIGN

Design guidelines

RTA urban design policy is set out in

Beyond the Pavement – Urban and

Regional Design Practice Notes. As part

of the Beyond the Pavement initiative a

suite of guideline documents have been

produced: Bridge Aesthetics, Noise Wall

Design Guidelines and Shotcrete Design

Guidelines. The latest document in the

suite is entitled Landscape Guidelines and

covers the approach and principles needed

to produce safe, robust, attractive,

environmentally responsible and low

maintenance road landscape.

Corridor urban design

The RTA takes a broad approach to the

design of its roads recognising that all

projects need to be designed as a part of

the road corridor in which they are situated.

For example the Pacific Highway Corridor

Urban Design Framework helps guide the

planning and design of all Pacific Highway

upgrades. To date similar frameworks have

been developed for the Great Western

Highway, Windsor Road, Camden Valley

Way and Richmond Road.

Projects

The Westlink M7 is a significant achievement

for the RTA, integrating engineering, urban

design and environmental criteria into a

unified, distinctive piece of road design and

a unique structure for Western Sydney.

The North Kiama Bypass and the Sea Cliff

Bridge on Lawrence Hargrave Drive are

both examples of how a road can be

designed to fit into its setting and provide

an outstanding road user experience. The

Sea Cliff Bridge provides a unique section

of road over the Pacific Ocean skirting the

Illawarra coastal cliffs. North Kiama Bypass

is a benchmark for the way rock can be

used in road projects; it provides a flowing,

responsive alignment with views of the

Pacific Ocean and Illawarra Escarpment.

U R B A N D E S I G N I N T E R N E T S I T E

The RTA maintains an Urban Design

site which is periodically updated

and includes published urban design

guidelines and documents, at

www.rta.nsw.gov.au.


R E D U C I N G V E H I C L EE M I S S I O N S

IMPLEMENTATION OF DIESEL NEPM

The RTA’s work on implementing the diesel

National Environment Protection Measure

(NEPM) is spearheading management of

diesel vehicle emissions in Australia.

Diesel emission testing

An extensive testing program for diesel

vehicles has been conducted, using the

DT80 test to check emissions from nearly

3,000 trucks and buses.The findings of this

program were converted to the Clean

Fleet program which encourages diesel

operators to properly maintain their

vehicles. The RTA continues to undertake

emissions testing for interested fleets

including Baxters Bus Lines and the City of

Sydney Council.

Clean fleet program

The voluntary Clean Fleet program was

developed and trialled in consultation with

the transport industry and officially

launched in June 2006 by the Minister for

Roads. This statewide program seeks to

reduce diesel vehicle emissions though

participating fleets which must meet

standards for using clean fuel, correct engine

settings, regular vehicle maintenance, and

effective fault identification and repair. Clean

Fleet is an accredited program under the

federal Fuel Tax Credit program which

began on 1 July 2006 and which entitles

diesel vehicle operators to a diesel rebate.

The Ministry of Transpor t requires

metropolitan bus systems contract operators

to comply with the Clean Fleet program.

DEC Model Waste and Recycling Collection

Contract also requires waste management

contractors to join Clean Fleet.

Diesel emissions awareness

The RTA offers a free TAFE course on

‘How to reduce truck emissions’ to truck

drivers, operators, diesel mechanics and fleet

managers. The course was extended

throughout NSW, in Sydney, Shell Harbour,

Kurri-Kurri, Tamworth and Wagga Wagga.

The course has received very high approval

ratings from attendees and is being

implemented in other jurisdictions.The RTA

also developed a CD-ROM, containing basic

principles and similar practical advice on how

to reduce diesel vehicle emissions, for smaller

fleet operators and workshop mechanics.

NSW Diesel Retrofit Demonstration program

The NSW Diesel Retrofit Demonstration

program, partly funded by the Environmental

Trust, which is administered by the DEC,

was completed in March 2006. The

program focused on the benefits of

retrofitting emissions reduction devices to

in-service diesel vehicles. Feasibility, costs

and benefits of implementing a broader

diesel retrofit program in NSW were also

assessed through an operational trial of the

devices.This demonstration project has laid

the foundation for the development of

phase two of the retrofit program – the

fitting of devices to target vehicles.

The RTA’s work on diesel emission testing supports the Clean Fleet program launched in June 2006 with the aim of reducing diesel vehicle emissions.

N O I S E C A M E R A

To help reduce engine brake noise,

the RTA also commissioned the

construction of a second generation

‘noise camera’ system, based on the

system originally developed by South

Australian Transport.This ‘noise camera’

has been deployed to a number of

locations to collect engine brake noise

data and to assess the potential for

using this technology as an enforcement

device.


CLEANER CARS

In 2005–06, the RTA conducted 1,796

emissions tests for light vehicles at Penrith

and Botany Motor Registries, adding to more

than 12,874 tests since voluntary light vehicle

testing was introduced in 1998. This testing

program includes vehicles referred to RTA

for testing by the DEC and modified vehicles

referred by engineering signatories. The

program ensures that light vehicles continue

to comply with emissions standards.

The RTA also upgraded the Botany vehicle

emissions testing facility with the purchase

and commissioning of emissions testing

equipment to enable it to undertake light

diesel vehicle testing.

CLEANER NSW

GOVERNMENT FLEET

The Cleaner NSW Government Fleet

project is an initiative to reduce the

emissions of the NSW Government car

fleet. The RTA assisted the Department of

Commerce in developing systems to

enable procurement of cleaner vehicles.

The RTA’s Motor Vehicle Clean Fleet

Improvement Plan 2005–07 was effective

from July 2005. Strategies have been

developed to make the RTA motor vehicle

fleet cleaner without impacting on

operational and business needs. Under the

program, the RTA will annually assess its

passenger vehicle fleet and provide an

average environmental performance score.

This score at 30 June 2006 was 9.9 against

a target of 10.

Refer to Greenhouse and energy section

for more detail.

VOLUNTARY GREEN

REGISTRATION SCHEME

The RTA is working with the NSW

Greenhouse Office to establish a Green

Registration Scheme as a means for vehicle

owners to offset the carbon dioxide

emissions of their vehicles. This is a key

initiative under the NSW Greenhouse Plan.

The project will include research into existing

schemes that aim to offset greenhouse gas

emissions and will continue in 2006–07.

STANDARDS

The RTA contributed to the development

of more stringent national emissions

standards and regulations for diesel and

petrol fuel vehicles. Tougher emission and

fuel standards will reduce some noxious

emissions from the NSW fleet by up to 70

per cent over the next 15 years, despite

increasing traffic volumes.

The RTA is also working with Austroads to

develop more stringent, achievable, truck

noise standards that will increase the scope

for night-time road freight operations on

metropolitan road networks.

ULTRA FINE PARTICLES

The RTA commissioned the CSIRO to

prepare a particulate and toxic emission

testing report along with a literature review

on ultra fine particles to help improve

diesel vehicle emissions standards and

emission reduction programs.

SMOKY VEHICLE ENFORCEMENT

RTA inspectors report smoky vehicles to

the DEC. During 2005–06, RTA inspectors

repor ted 43 vehicles that were

considered to be emitting excessive visible

smoke. The DEC issued 18 Penalty

Infringement Notices following reports

submitted by RTA inspectors.

VEHICLE NOISE

Heavy vehicle engine brake noise

The RTA has been working closely with

the National Transport Commission

(NTC) to develop a national approach to

regulating engine brake noise. The NTC

finalised a Regulatory Impact Statement

(RIS) released in June 2006, with plans to

finalise the regulation by December 2006.

The RTA contributed by drafting the RIS

and developing a panel test methodology

to conduct an acoustic survey. The results

of the surveys will be used to help develop

a standard.

Truck sign strategy

This initiative aims to encourage heavy

vehicle drivers to avoid using compression

brakes in residential areas. During the year,

truck signage on major truck routes was

assessed by the RTA and $12,000 provided

to install six compression brake signs

across NSW.

Noise abatement program

The RTA Noise Abatement Program

(NAP) continued to alleviate high noise

levels from road traffic.The program funds

noise mitigation treatments such as noise

walls or ear th mounds, architectural

acoustic treatments, and low noise

pavement.

During 2005–06, the RTA funded

approximately $2.1million for the

investigation and monitoring of noise

issues and undertook various architectural

treatments, such as installation of a noise

wall along Stacey Street, Bankstown and

architectural treatments along King

Georges Road, Roselands.

Residents concerned with adverse affects

of road traffic noise are able to register for

the NAP. Complaints are assessed, verified

and considered against several determining

factors under the NAP. In 2005–06 296

complaints were received, 189 of those

within the Sydney metropolitan region.

ALTERNATIVE FUELS

The RTA continued to assist the Liquid

Petroleum Gas (LPG) aftermarket

equipment industry by conducting

emissions tests on a variety of vehicles.

The purpose of the testing is to ensure

LPG fitted vehicles continue to meet

applicable emission standards.


Noise Abatement Program Geodatabase

The RTA’s NAP Geodatabase captures

and efficiently manages information

gathered on several facets of the NAP.

The geodatabase applications allow the

user to visualise the extent of noise wall

development, identify buildings that

have received architectural treatment,

identify historical noise complaints and

noise monitoring site locations. During

the year improvements were made to

the geodatabase. This includes a new

capability of detailing length, area and

estimated replacement cost of noise wall

infrastructure in NSW.

NATURAL RESOURCESA N D W A S T E

WASTE

The RTA has a statutory requirement

under the Waste Avoidance and Resource

Recovery Act 2001 to report on the

implementation of the Waste Reduction

and Purchasing Policy (WRAPP). Details

are found in Appendix 3.

In summary, it is estimated that for 2005–06:

The proportion of construction

and maintenance materials reused

or recycled was 56 per cent of

vegetation waste, 20 per cent of

concrete, 97 per cent of fill/Virgin

Excavated Natural Material

and 96 per cent of asphalt.

The proportion of items purchased

with recycled content materials for

construction and maintenance activities

was 74 per cent of landscaping material

and 51 per cent of asphalt containing

recycled content.

For RTA offices, 6.3 per cent of printing

and publications paper, 12 per cent of

A4 paper and 4.5 per cent of envelopes

purchased contained recycled content.

WRAPP biennial report

Every two years the RTA and other

agencies are required to report on progress

in implementing the WRAPP to the DEC.

Highlights of the report include waste and

material procurement data, case studies and

an overview of research and development

projects. For more information on waste

refer to Appendix 3.

GREENHOUSE AND ENERGY

Australian Building

Greenhouse Rating

Premier’s Memorandum No. 2004-04

requires agencies to obtain an accredited

Australian Building Greenhouse Rating

(ABGR) for office buildings over 1,000 m2

and achieve certain ABGR ratings by 1 July

2006. The RTA identified eight of 11 sites

rated in late 2004 as requiring energy

efficiency improvements to achieve the

required ABGR rating. Energy audits have

been conducted at these eight sites and

energy efficiency works programmed for

implementation by 1 July 2006.

Government Energy Management Policy

The Government Energy Management Policy

(GEMP) commits NSW public sector

agencies to achieve and sustain reduced

greenhouse gas emissions and significant

energy cost savings.This commitment extends

to all aspects of government energy use.The

GEMP has two building energy reduction

targets: a 15 per cent reduction by 2001–02

and a 25 per cent reduction by 2005–06

(compared to a 1995–96 baseline year).

RTA office and motor registry energy use

reduced by 23.7 per cent, from 101,319

gigajoules in 1995–96 to 77,344 gigajoules

in 2004–05 (see Figure 15). A gigajoule is a

unit of energy that is relevant to both

natural gas and electricity, which are both

used in RTA buildings. Data for 2005–06

will be available later in the year.

The following energy efficiency measures

were implemented during the 2005–06

financial year :

Gradual replacement of old cathode ray

tube computer monitors with more energy

efficient flat panel monitors.These durable

new monitors will reduce monitor energy

consumption by 60 per cent.

0

20,000

40,000

60,000

80,000

100,000

120,000

1995-96 1998-99 1999-00 2000-01 2001-02 2002-03 2003-04 2004-05

Energy consumption GJ

Total office and motor registry energy consumption (GJ)

15% Energy reduction target

25% Energy reduction target

FIGURE 15 TREND IN OFFICE AND MOTOR REGISTRY ENERGY USE FROM 1995–96 BASELINE YEAR


Use of energy efficient Light Emitting

Diode (LED) technology at newly-

signalised intersections. Refer to page

29 for details.

A project is underway to rationalise

the number of printers, copiers and

faxes within the organisation.

The number of petrol-electric hybrid

vehicles in the RTA fleet was increased

to from 21 to 23.

The RTA Motor Vehicle Clean Fleet

Improvement Plan 2005–07

commenced in July 2005. Strategies

have been developed to make the

RTA motor vehicle fleet cleaner

without impact on operational and

business needs. The RTA is actively

working towards achieving the

Premier’s Environmental Performance

Score targets by replacing low scoring

six cylinder vehicles with higher scoring

hybrid or four cylinder vehicles.

Air conditioning improvements

at a number of sites.

Ongoing purchase of Green Power.

The RTA monitors energy use within office

buildings, infrastructure and transport and

is required to submit an annual GEMP

progress report to the Department of

Energy, Utilities and Sustainability.

Participation in NSW GreenhouseGas Abatement Scheme

In September 2005 the RTA gained

accreditation from the NSW Independent

Pricing and Regulatory Tribunal (IPART) to

create and trade carbon credits associated

with the introduction of LED traffic signals.

The RTA may now create tradeable carbon

credits for every tonne of carbon dioxide

gases avoided through the introduction of

this energy efficient technology.The credits

may be traded to NSW electricity retailers

under a trading scheme established by

the NSW Electricity Supply Act 1995.

Light Emitting Diode traffic signal rollout

Staff received an RTA award for an innovative

project to replace older traffic signals with

energy efficient LED technology. The LED

technology provides substantial economic,

environmental and social benefits for the

community. This $18 million, three-year

project will reduce RTA electricity use by

over 10 gigawatt hours per year – nearly

three and a half times the electricity used

each year by the RTA Centennial Plaza

building. In addition to the significant

environmental benefits and cost savings, the

new technology should also have lower

failure rates and require less maintenance,

leading to improved road network safety and

less risk for traffic signal maintenance staff.

LAND AND WATER

The Blue Book

Development of the new Volume 2 of

‘Managing Urban Stormwater – Soils and

Construction’ (the blue book) continued

during 2005–06. The new volume will

provide guidance in erosion and sediment

control for a range of developments

including major highway and infrastructure

R TAG R E E N H O U S EP L A N

A draft RTA Greenhouse Plan has been

developed in response to the 2000–01

RTA Greenhouse Gas Inventory. The

draft Plan includes actions to reduce

greenhouse emissions and improve air

quality and has been aligned to the

NSW Greenhouse Plan. For further

greenhouse information refer to

Reducing vehicle emissions section.

Sooriakumar Vaithailingam with a light emitting diode (LED) traffic light, one of hundreds being installed over a three-year program to reduce electricity use.


projects.The RTA has liaised with DEC on

project planning, documentation and

technical elements of this chapter. DEC are

finalising approval and publication of

Volume 2.

Managing erosion and sedimentation

Training of 72 staff on the RTA Erosion and

Sedimentation Risk Assessment Procedure

was undertaken. This procedure was

developed to identify levels of risk for road

infrastructure projects. Project managers and

environmental staff use the procedure at the

project’s concept phase, ensuring erosion

and sedimentation risks are identified in early

project planning. Through implementing this

new procedure RTA has currently identified

42 construction projects with a high risk for

erosion and sedimentation. To support the

management of such projects a panel of

specialist soil conservationists was

established through the RTA Registration

Scheme for Construction Industry

Contractors. Panel specialists are available to

RTA staff and contractors, to provide advice

and expert management of these issues.

Environmental Improvement Program

Environmental improvement works at 15

operational sites were undertaken during

the year at a total cost of $1.1 million.

Projects carried out included stormwater

drainage and treatment works at Ashby

Dry Dock, Dubbo and Rockdale Depots,

and improvement to emulsion storage

facility at Bellambi Depot. In addition,

remediation works were undertaken

throughout the year which included the

removal of underground storage tanks,

together with soil and groundwater

remediation works at Yass, Bellambi and

Goulburn Works Centres, and Kogarah

Motor Registry. Soil remediation works

were also carried out at several surplus

properties prior to disposal.

Stormwater EnvironmentImprovement Program

The RTA continues to support local

councils with the management of

stormwater runoff via the Stormwater

Environmental Improvement Program. In

2005–06 the RTA provided approximately

$490,000 for the program, which involved a

number of projects including the installation

of a gross pollutant device in North Sydney.

Two stormwater controls were installed in

drainage of the Princes Highway adjacent

to the Royal National Park to capture gross

pollutants such as litter from the Princes

Highway.

Another valuable project was the

development and implementation of spill

trailers containing equipment to manage a

spill event. RTA provided six spill trailers to

six RTA depots in NSW. RTA provided an

additional spill trailer to Parramatta Council

works depot.The spill trailers are used for

response to fuel or chemical spills on RTA

managed roads.

Contaminated land

The RTA Contaminated Land Guideline was

released earlier this year. The Guideline

addresses the management of contaminated

land in accordance with NSW legislation

and policy guidelines. It provides a

process to ensure that the RTA meets

statutory environmental and community

responsibilities when buying, selling and

managing property. The Guideline also

provides information on management of

consultants appointed to the RTA Panel for

the Provision of Contaminated Site

Investigation and Management Services.

RTA continues to identify and manage

potentially contaminated sites in accordance

with NSW legislation and industry best

management practice.

Jane Oakley and Marie Edwards with one of RTA’s Prius hybrid vehicles which are replacing six cylinder vehiclesto reduce the environmental impact of the fleet.


Alternative transport

Continue improvements in bus

priority on the strategic bus

corridors identified in the NSW

Government’s Review of Bus

Services.

Develop a network of facilities

to make cycling and walking

more attractive.

Infrastructure planning and roadworks

Implement the M5 East air

quality improvement program.

Develop project air quality

assessment, monitoring and

reporting guidelines.

Review and update existing

Environmental Management

Systems to account for structural

change in the RTA.

Develop an improved incident

reporting database.

Develop mechanisms to

accommodate and promote

emphasis on early consideration

of environmental issues by

project development teams.

Continue improvements in

environmental impact assessment

documentation.


Adapt RTA environmental impact

assessment according to changes in

Environmental Planning and Assessment

Act 1979 and other statutes.

Finalise the Conservation Management

Plan structure and extend application

to all State listed items.

Improve the management of

biodiversity impacts from projects.

Continue to work collaboratively

with the DEC to develop the NSW

Construction Noise Guideline and

the Environmental Criteria for Road

Traffic Noise.

Implement the RTA Aboriginal

Liaison Protocol.

Develop strategies for improving

contractor environmental performance.

Improve performance of erosion

and sedimentation control.

Complete and implement the

Conservation Management Plans

for State heritage timber truss

bridges.

Reducing vehicle emissions

Continue implementation of the diesel

National Environmental Protection

Measure.

Continue to develop and implement

programs to reduce noise, noxious gas

emissions and greenhouse emissions

from vehicles.

Natural resources and waste

Implement measures to reduce

the RTA’s direct energy

consumption and associated

greenhouse emissions.

Implement the new Australian

Building Greenhouse Rating

Government Policy by improving

the greenhouse performance

ratings of larger RTA offices.

Reduce the environmental impact

of office purchasing and waste

management.

Increase recycled content within

material purchases and find

high-value reuses for excess

materials resulting from

construction and maintenance

activities.

VALUE FORMONEY

VALUE FOR MONEY60

VALUE FOR MONEY


Customer serviceImproving our business

Governance and riskOur staff

Partnerships

C U S TO M E R S E R V I C E

CUSTOMER SERVICE IN MOTOR REGISTRIES

The RTA completed about 17 million registration

and licensing transactions in 2005–06 for the

4.47 million drivers and 4.97 million registered

vehicles in NSW (further details can be found in

Appendix 24). These transactions are delivered

face-to-face in motor registries, by telephone

through the call centre, and online.

The RTA has a network of 131 motor registries,

a customer call centre at Newcastle, five

Government Access Centres (GACs) and 32

agencies that provide RTA services. Services are

also provided at 39 itinerant sites in remote areas.

See page 209 for contact details.

Identity management

A new Proof of Identity (POI) Unit commenced

operations in March 2006 to assist motor

registries with high-risk or difficult identity

management issues.The purpose of the unit is to

help strengthen the RTA’s customer enrolment

processes (verifying customer details), reduce

opportunities for the issue of inappropriate

M OTO R R E G I S T R YI N A B O X

Small or remote rural communities have

better access to efficient licensing and

registration services through the compact

motor registry in a box.

This portable computer device enables

council staff to process a range of

transactions including driver knowledge

tests.

The new system was piloted at the

Dorrigo Hospital Government Access

Centre and later installed in Walgett

motor registry and council agencies in

Bourke, Crookwell, Junee and Moama.

VALUE FOR MONEY 61

documents that could contribute to identity

fraud and improve links with other identity

document issuing agencies.

NSW Photo Card

The NSW Photo Card was introduced in

December 2005.This is a voluntary card for

NSW residents aged 16 years or older who

do not hold a NSW driver licence. It has the

same security features as the NSW driver

licence and the same stringent proof of

identity criteria. The RTA will accept the

NSW Photo Card as a primary source of

identification as it does with the NSW driver

licence and has encouraged other

organisations to do the same. The NSW

Photo Card has been made available to help

people who are unable to obtain a driver

licence, including the elderly and people with

disabilities that prohibit them from driving.

Touch screen monitors

In June 2006, the RTA successfully piloted

new flat panel touch screen monitors for

conducting all computer based licence tests.

The new monitors provide improved image

clarity and increased response time.They are

also equipped with a privacy film so that only

the person sitting directly in front of the

monitor can see.The monitors are used by

customers doing their driver knowledge,

hazard perception and driver qualification

tests to obtain learner, provisional P2 and

unrestricted licences, which amounts to

almost half a million computer based licence

tests undertaken each year.The new screens

will be installed in all RTA motor registries

and test agencies at a cost of $1 million.

Centrelink online validation of pensioner concessions

Centrelink online validation of pensioner

concession cards was successfully piloted

through seven motor registries and the

Newcastle Call Centre from November

2005 and extended to all motor registries in

May 2006.The online link allows registry staff

to validate all Centrelink and Department of

Veterans' Affairs NSW pensioner concession

cards on-the-spot before granting a licensing

or registration concession. Savings of $2.76

million were achieved in the seven-month

period to June 2006, by ensuring that

pensioner concessions were only provided

to eligible pensioners at the time the

concession was sought.

Low cost desktop

During 2005–06 the RTA deployed Sun’s

Open Standards Messaging solution to

1100 staff, mostly working in motor

registries.This follows the previous rollout of

StarOffice (an ‘open’ standards alternative to

Microsoft Office) to 300 registry staff, and

supports the overall direction of the NSW

Government to pursue open source

software solutions.

The RTA called for Expressions of Interest

from the market to provide a centralised

open standards desktop model.

CUSTOMER CALL CENTRE

The call centre provides accurate, timely

licence and registration services over the

phone. Call centre staff play an active role in

information security and have contributed

to cost-saving process improvements.

In May 2006 the RTA call centre at

Newcastle was recommended to be

certified to the international Information

Security Management standard which

E - TO L L S E R V I C E S

Approximately half the motor registries

within the Sydney metropolitan area

now provide E-Toll services. Additional

dedicated resources were also provided

at the call centre to handle issue of

electronic tags and customer enquiries.

About 17 million registration and licensing transactions were completed this financial year through the networkof RTA motor registries, by telephone and online.

The NSW Photo Card introduced in December2005 has the security features of a driver licence.

62 VALUE FOR MONEY

requires a system that ensures confidentiality,

availability and integrity of information.

GOVERNMENT ACCESS PROGRAM

The RTA continued to manage the

Government Access Program (GAP). The

GAP is a whole of government initiative to

improve access to government information

and services for people living in remote and

rural NSW.

GAP services are available through 64

locations throughout NSW and provide a

range of transaction-based services such as

applications for birth, death and marriage

certificates, applications for some housing

services, processing of speeding and parking

fines, issue of recreational fishing licences,

renewal of business name registrations

and contractor licences and renewal of

recreational boat licences.

ONLINE SERVICES

Several RTA online services were extended

to operate 24 hours a day, seven days a week.

Customers can now go to myRTA.com

anytime of the day or night to renew vehicle

registrations, order customised number

plates, book a licence test, change address

details and check demerit points.

The RTA website recorded 11.4 million visits,

a 25 per cent increase on 2004–05.The site

continues to maintain its unrivalled position

as the most visited State government

website in Australia, also ranking sixth in

Australian Government sites.

The myRTA.com page of our website

recorded 1.1 million visits, a 38 per cent

increase on 2004–05. Online registration

renewal transactions increased by 60 per

cent and online demerit point checks

increased by 26 per cent.

Self-service kiosks

Additional online self-service kiosks were

installed at Penrith, Bondi, Castle Hill,

Chatswood, Liverpool and Richmond

Motor Registries. Customers are able to

use these kiosks to transact business over

the internet.

Council agencies

Additional councils were provided with direct

online access to the RTA’s driver and vehicle

enquiry system (DRIVES) enabling councils to

process registration, licensing and other RTA

transactions in ‘real time’. This is a positive

move to improve ‘face-to-face’ services in

rural and regional areas. Fourteen council

agencies now have access to DRIVES with a

plan in place to progressively convert the

remaining offline agencies to online access.

DRIVES realignment

DRIVES is the core IT System used to

manage driver licensing and vehicle

registration across NSW.This system is over

15 years old and has become progressively

more difficult to maintain. Faced with a

replacement cost of over $100 million, the

RTA has chosen instead to restructure the

code for the system in a three year process

that will make it easier to maintain and

support improved service delivery.

Dealer online

A pilot of the ‘Dealer Online’ system was

rolled out to 50 Authorised New Vehicle

Inspection Scheme motor dealers. Dealers

can use the system to register new vehicles,

process plate transfers, submit notice of

disposal details, transfer registrations and

exchange plates between vehicles.

ECCI switched on

In May 2006, the Certificates and Court

Conviction Unit with the assistance of the

DRIVES systems development team

switched on Electronic Court Conviction

Interface (ECCI) that allows for convictions

to be recorded electronically from local

courts to the RTA.

Initially, between 25 and 40 per cent of total

convictions will be recorded electronically.

ECCI will have a beneficial impact on

resources as convictions have increased

from 82,000 in 2000 to 128,000 in 2005.

All court convictions are expected to be

electronically recorded within two years.

NEW PLATE STYLES

The RTA continued to offer new styles of

number plates with the release of a metallic

range in gold and silver in August 2005.

These styles enhance the popular plate

range available from motor registries, the

call centre and RTA website.

Terry Gard and Chris Hand check the new RTA self-service kiosk at Wynyard Motor Registry which givescustomers internet access to RTA services.

Launched in August 2005, new metallic numberplates proved popular with customers.

VALUE FOR MONEY 63

I M P R O V I N G O U R B U S I N E S S

MAJOR BUSINESS REFORM PROGRAM

The Business Reform Program was

established in late 2004 to drive improve-

ments to organisational performance and

ensure the RTA delivers integrated, efficient

and customer focused services for the

future. The program focuses on five key

areas – simplicity, integration, accountability,

efficiency and ongoing improvement.

The aim is to improve the way work is

carried out so that the organisation will be

more flexible, adaptive and responsive. The

skills and capabilities needed for the future

are being identified so that the necessary staff

training and development can be provided.

Since the realignment of the RTA’s

management structure in March 2005,

significant progress has been achieved. In

2005–06 a total of 11 reform projects were

completed with a further 24 projects

underway at the end of the year.The reforms

have led to simplified structures, improved

integration and alignment of activities,

streamlined business processes and tangible

cost savings. Particular achievements include:

Improved processes for planning, project

and financial management of key

infrastructure projects across NSW.

Combined two previous technical

services groups and began developing

a new structure and operating

arrangements to provide a leaner, more

flexible Engineering Technology Branch.

Implemented an enhanced Environment

Branch to focus on critical high risk

environmental activities.

Established a single branch to manage

the planning, implementation,

maintenance and operation of camera

enforcement programs.

Combined the real estate and facility

management groups for operational

efficiencies and improved service.

Combined several insurance and

claims management related functions

into a single group to consolidate

expertise and provide a more

efficient service.

Established new strategic directions

for the legal services and human

resources functions as the basis for

designing leaner structures with

greater expertise in critical areas.

Simplified a range of financial management

and administrative processes.

Established a framework for

integrated road corridor planning

and progressed the development of

pilot corridor studies in each region.

Commenced a new comprehensive

leadership and management

development framework.

A new alliance arrangement within

Operations and Services Directorate for

works being delivered by Road and Fleet

Services commenced on 1 July 2005. The

alliance has created an improved working

environment with staff collaboratively

identifying improvements.The alliance teams

have developed better solutions, reduced

costs and eliminated potential cost

increases.As a result of the alliance process,

the RTA saved $3.8 million.

On 29 September 2005, the Minister for

Roads announced that the RTA would

reduce its overall staff numbers by 300

through voluntary redundancies in targeted

areas as a result of funding shortfalls for

maintenance, safety and minor works

under the new federal AusLink funding

agreement. These gradual reductions will

focus on corporate services, business

support functions, road maintenance

activities affected by reduced federal

funding and some technical areas where

the RTA will need different capabilities for

the future.

OTHER IMPROVEMENT INITIATIVES

Further details on initiatives aimed at

improving the business can be found

throughout the report. For example, the

Customer Service section of this chapter

provides information on changes to RTA’s

electronic systems. For details on RTA’s

research and development program in

2005–06, refer to Appendix 23.

G O V E R N A N C E A N DR I S K M A N A G E M E N T

THE EXECUTIVE

The Chief Executive manages the affairs of

the RTA and is accountable to the Minster

for Roads and Parliament for the RTA’s

overall performance and compliance.

The RTA Executive supports the Chief

Executive in ensuring the effective

governance of the authority (see

Executive structure on page 6). The RTA

Executive has collective responsibilities for

key functions related to organisational

strategy and performance. The Executive

consists of all directors, the General

Managers for Environment and the Office

of the Chief Executive and the Corporate

Counsel.

The RTA Executive fulfils its responsibility

through formal monthly policy and strategy

meetings as well as weekly operational

meetings. Members of the Executive also

contribute to various internal RTA

committees.These committees include:

Audit and Risk

Finance Strategy

Workforce Capability

Occupational Health and Safety (OHS)

Technology and Innovation

Business Reform

Business Services Advisory

Road Safety Executive

Major Projects Review

For a list of RTA’s committees and

significant advisory groups, see Appendix 4.

Executive appointments and remuneration

The Minister for Roads is responsible for

approving the Chief Executive’s appointment

64 VALUE FOR MONEY

and contract. The Chief Executive is

responsible for approving senior executives’

appointments and contracts.These contracts

may have a duration of up to five years and

include annual performance agreements.

The Chief Executive’s remuneration is

determined by the Minister for Roads and

the Chief Executive determines the

remuneration of senior executives in

accordance with determinations issued by the

Statutory and Other Offices Remuneration

Tribunal on 1 October each year.

STRATEGIC AND

BUSINESS PLANNING

The RTA uses corporate strategic plans

to link our results and services with

broader government priorities and to align

internal business plans to deliver results.

The Corporate Plan, Results and Services

Plan and Total Asset Management Strategy

are key corporate strategic plans used

to communicate our contribution to

government priorities to various audiences.

During the year, the RTA promoted its

strategic direction by distributing the

corporate framework. The framework

clearly sets out the results logic for the RTA

key result areas. This framework has been

used as the basis for strategic alignment of

corporate plans, business plans and

reporting.

Guidelines were progressed to establish and

maintain effective and consistent planning

and performance reporting systems.

RTA asset strategy

During the year, the strategy was submitted

to the Minister for Roads and Treasury.The

strategy includes plans for capital investment,

maintenance and disposal and office

accommodation. The strategy is key to a

more considered approach to physical asset

planning and management and requires

assets to be clearly aligned to service

priorities.The RTA has worked with Treasury

to improve the information provided within

the total asset management strategy and

went from a ‘satisfactory’ to an ‘excellent’

rating for the office accommodation

documentation provided in 2005–06.

CORPORATE CARD AND

PURCHASING CARD

The RTA’s use of corporate credit and

purchasing cards has been in accordance

with the Premier’s memorandum and the

Treasurer’s directions.

RISK MANAGEMENT

RTA demonstrates a serious approach to

fraud and risk with a dedicated Audit and

Risk Committee and an internal team that

continually identifies and assesses allegations

and risk. Control Management Services

(CMS) Branch provides a level of assurance

to the Chief Executive and senior

management that the operations of the

RTA exist in an appropriately controlled

environment. The branch coordinates and

integrates a range of functions including

internal audit, investigations and a variety of

risk management initiatives.

In 2005–06 significant developments

included:

Continuing refinement of the processes

in place to address the risk of fraud.

Completing implementation of a

corruption risk assurance program

directed at strengthening the direct

control of corruption risks by line

management in RTA.

Further refinement of the organisation’s

corporate risk management framework.

Continued development of formal

business risk management processes

within selected areas of operation.

Risk insurance

The RTA has a Principal Arranged Insurance

program (for works and third party liability)

for all construction and maintenance

contracts, covering the RTA, its contractors

and their sub-contractors.

Purchase of this cover is now into its fifth

year to provide low cost insurance for the

RTA’s construction projects and Road

Infrastructure Maintenance Program. This

strategy has locked in Broadform covers at

favourable rates. During the year a Principal

Arranged Insurance program to cover

vehicular ferries was renewed with existing

insurers on the same competitive terms.

Commercial risk

Staff and independent consultants

applied contemporary financial and

economic evaluation techniques to assess

infrastructure and business asset

investment proposals. These techniques

included the development of a

commercialisation guideline which

ensured projects were subject to

increasing commercially oriented criteria,

such as predetermined rates of return.

Commercial skills from the private sector

were sought on a needs basis to augment

existing resources and skills available

within RTA business areas.

The prequalification process that applies to

potential suppliers and contractors also

provided assurance on the financial capacity

of service providers to fulfil their obligations.

P E R F O R M A N C EI N D I C ATO R S

This year’s report continues the trend

begun in the 2004–05 report for an

increased number of key performance

indicators. A review of RTA strategic

performance indicators also continues

this year. Alignment of performance

indicators through corporate plans,

performance agreements, business plans

and individual work plans will increase

the performance culture of the

organisation and should lead to

improved outcomes. For an update

on performance data, refer to the

Performance overview on pages 10–11.

VALUE FOR MONEY 65

Interest rate risk

Interest rates on the RTA’s debt are a mix

of fixed and floating rates. The NSW

Treasury Corporation (TCorp) advises on

and manages the RTA debt portfolio.

An updated Memorandum of

Understanding (MOU) was recently signed

with TCorp with effect from 1 July 2006. A

feature introduced in the prior year’s MOU,

allows TCorp to focus on a medium-term

horizon when managing RTA debt. The

ability of TCorp to look at longer-term rate

cycles rather than the short-term direction

of interest rates has assisted in lowering

debt service costs to the RTA to date.

Audit and risk committee

The RTA continued to operate a

committee which meets every three

months to consider progress of the audit

program, generally oversee the direction of

the audit function and consider the

adequacy of the organisation’s risk/control

environment. It also reviews the RTA’s year-

end financial statements. The committee is

chaired by the Chief Executive and

comprises senior executives, a non-public

sector representative from the audit

profession and an observer from the Audit

Office of NSW.

Internal audit

The internal audit function has a major

focus on four areas of high risk to the

organisation: licensing and vehicle

management, IT, engineering and financial

and operational aspects.

Operational risk management and internal

audits for the Licensing and Vehicle

Management business arm continued. The

review of the operational risk framework

continued, ensuring that risks reflect current

business practices and that controls remain

appropriate and effective.The internal audit’s

main priority is to ensure that controls are in

place to address the organisation’s major

risks for the foreseeable future. Audits

performed during the year included external

organisations’ access to information, customer

service at motor registries, GACs and back

office processes supporting licensing and

registration.

Through the year, the Audit and Risk IT

Section continued to focus on general IT, IT

security and e-commerce, IT infrastructure,

provision of an IT Risk Assessment

Facilitation Service and providing risk/control

advice via membership of a range of steering

committees and working parties. General

IT audits cover purchased and installed

systems, systems under development and, to

a limited extent, those currently in

production. IT security and e-commerce

audits focus on operating systems (eg access

and permissions security). Risk assessments

for new IT initiatives, system purchases and

developments are also facilitated by Audit

and Risk IT although the results are owned

by the relevant business unit. Steering

committees cover corporate governance of

new systems, IT security management and

IT products.

Financial and operational audits included

the RTA’s support functions and certain

aspects of the road safety and traffic and

transport businesses. A range of systems

and activities identified as medium to high

risk were targeted during the year.

Reviews included leave administration,

selected payment related activities, hired

plant, minor contracts, asphalt contracts

and payments, real estate management,

and financial and administrative support

functions conducted at selected regional

administration centres.

Major engineering programs and systems

were under continuing review.The overall

effectiveness of systems was assessed,

including policies, procedures and

compliance. Significant opportunities for

improvement to current practices were

identified in consultation with line

management.

Engineering programs and systems of the

three core directorates were analysed for

major risks and controls. Based on the

magnitude of risks the audits were

prioritised.The audit scope included overall

effectiveness of systems, including policies,

procedures and relevant compliance.

Significant opportunities for improvement

to current practices were identified in

consultation with line management.

Major reviews completed include:

Steel bridge maintenance management.

Performance specified

maintenance contract.

Compliance to ARR No Standing

and No Parking Signs.

Traffic signal design and

procurement process.

Investigations

The RTA performs a range of internal

corruption and external fraud investigations.

Where appropriate, matters of staff

corruption are investigated and outcomes

forwarded to RTA senior management

to consider whether disciplinary action is

required. Recommendations are made to

line management to address any

weaknesses or areas of concern relating

to policies, procedures or controls.

Fraud committed by members of the

public which impacts the RTA’s licensing

and vehicle management business is also

investigated. Outcomes from these matters

are primarily referred to the NSW Police

for investigation and prosecution. Where

appropriate, these matters are also

referred to RTA senior management to

address any policy, procedure and control

issues raised by the investigations. Matters

referred by law enforcement agencies, such

as identity fraud and motor vehicle

rebirthing, are also investigated.

Corruption risk management

The RTA has a range of initiatives which

focus on minimising the risk of corrupt

activity by RTA staff. Highlights during the

year included:

66 VALUE FOR MONEY

Development of a fraud risk

management plan.

Finalising the implementation

of a corruption risk assurance

program to strengthen the direct

control of corruption risks by

RTA line management.

Conducting seminars with new and

existing staff as part of induction and

at other appropriate times.These

seminars reinforce the corruption-

resistant culture of the RTA.

The provision of corruption

prevention information through

the RTA’s intranet and quarterly

updates to staff.

Providing advice to staff and

management on a broad range

of corruption risk, ethical, probity

and policy issues.

Strategic and business risk

The RTA is well advanced in the

implementation of a risk management

process to establish a consistent and

whole of RTA approach to business and

strategic risk identification, assessment,

management and reporting. The process

aims to provide formal assurance to the

Executive and the Audit and Risk

Committee that risks are being effectively

managed. Once established, the Executive

meetings will include regular reports on

the Corporate Risk Profile of the

organisation’s most critical risks.

Code of conduct and ethics

The RTA continues to work diligently towards

ensuring a workplace free of harassment,

discrimination or workplace bullying.

Throughout 2005–06, the RTA conducted 55

Harassment Discrimination and Workplace

Bullying Prevention Workshops, attended

by over 1,000 staff.The workshops, in both

metropolitan and regional areas and across

directorates, inform staff of how to define,

manage and prevent such conduct.

The RTA is also committed to resolving

disputes in the workplace with a Grievance

Network program. In 2005–06, the

RTA conducted 47 Grievance Resolution

Workshops attended by over 700 staff

across NSW. These workshops provide

staff with the skills to be able to resolve

interpersonal differences and workplace

difficulties as they arise. Feedback about

both workshops has been very positive.

O U R S TA F F

EMPLOYMENT STATUS

Within the RTA’s diverse operations and

services about 47 per cent of staff are

employed in country locations; one third of

regional employees are wages staff and two

third are salaried staff. Many RTA motor

registry and call centre employees are

engaged in permanent part-time work. For

more information about the RTA’s staff

numbers and status, see Table 11 or

Appendix 6.

Leadership survey

During the year, the RTA conducted a survey

with staff with salaries of USS 7 to Senior

Officer 3 (plus Graduates). The main

objectives were to profile this group,

determine what staff intended to do in

the next five years and determine what

key capabilities, skills and professional

development activities should be offered to

potential leaders. Approximately three-

quarters of those invited participated in the

survey (the vast majority online), resulting in

an overall sample size of 2011.

The survey showed that:

Around one in three staff surveyed

are over 50 years of age.

The staff are well-educated particularly

in the younger age groups.

Many staff have held a number

of different positions within the RTA

and there are also many who have

worked in the private sector.

Generally staff are satisfied and

comfortable with challenges.

Half of the survey group already

have some line management

responsibilities and/or project

management experience. Many are

currently or have in the past been on

secondment or acted in roles.Two in

five have applied for more senior roles

in the past three years.

Sixteen per cent of staff surveyed

expect to retire in the next five years

with the vast majority of the remainder

expecting to be working at the RTA.

(ABOVE) Some of the team members that wereinvolved in the delivery of the Westlink M7.

(LEFT) RTA employee Jim Papaioannou, splices steelrope in the workshop of the Sydney Harbour Bridgemaintenance crew.

VALUE FOR MONEY 67

Almost half intend to move to a more

senior role at the RTA within five years.

Staff who see themselves as

potential leaders are more likely

to be male and have worked at the

RTA for four to five years and are

currently undertaking work-related

study.

Potential leaders are most interested

in developing their skills in contract

management, financial management,

policy skills and through exposure

to different areas of the RTA.

In terms of professional development

activities, those considered of most

benefit were performance feedback

from their manager, secondments

to other parts of the RTA and

short-term non-tertiary training.

The survey uncovered a segment of staff

that can be identified as a potential

leadership pool. The RTA needs to

encourage this group to remain with the

RTA, develop their skills and take up the

reins as other more senior staff move on.

More information on staff retention and

training can be found later in this chapter.

A SAFE AND HEALTHY WORKPLACE

Chief Executive’s OccupationalHealth and Safety Statement

The health and safety of our workforce

has the highest priority at RTA

workplaces. We work in partnership with

staff and managers to achieve this

important goal and during 2005–06 the

Executive OHS Committee met bi-

monthly to review OHS performance.

The meetings were held in different

locations around NSW, to demonstrate

the Executive’s understanding and

support for local managers and staff as

they implement the RTA’s OHS policies

and improvement initiatives.

Policy and commitment statement

An annual review of the RTA OHS Policy

statement commits the RTA to developing

a safety culture based on communication

and awareness, reporting of hazards and

incidents, continuous learning from

experience and flexible decision-making

in managing workplace risks. The policy

statement is displayed prominently

throughout RTA workplaces and features

these key corporate initiatives from the

OHS Strategic Plan 2003–08:

Achievement of a partnership

arrangement with WorkCover to

manage regulatory compliance.

TABLE 11 TOTAL EFFECTIVE FULL-TIME EMPLOYEES BY CATEGORY (FISCAL YEARS 2003 TO 2006)

YEAR SALARIED STAFF WAGES STAFF CASUAL STAFF TOTAL STAFF

2002–03 4,797 1,629 92 6,518

2003–04 5,225 1,636 46 6,907*

2004–05 5,228 1,615 26 6,869

2005–06 5,150 1,750 22 6,922#

* From 2003–04 the effective full-time (EFT) count includes additional time worked by part-time motor registry staff.

# School Crossing Supervisors became part of the RTA workforce effective October 2005.

OHS Executive Committee members, Peter Collins,Regional Manager Northern, David Stuart-Watt,Director, Operations and Services and Mike Hannon,Acting Chief Executive inspecting the lead containment area at Harwood Bridge near Maclean.

RTA Bridge Services – civil crew undertaking night works on the Cahill Expressway to replace expansion joints.

68 VALUE FOR MONEY

Annual self-assessment against the

RTA OHS management standard.

Integration of OHS improvement plans

in directorate business plans.

Adoption of best practice for

consultation and communication with

staff and contractors on OHS.

Compulsory OHS training for RTA staff.

Claims management strategies to

identify high claims business units.

Injury and disease reduction targets

The RTA has adopted the NSW

Government’s injury prevention and

management targets of:

A 40 per cent reduction in workplace

injuries by June 2012 with at least a

20 per cent reduction to be achieved

by June 2007 (base year 2001–02).

A 15 per cent reduction in average

claims cost to be achieved by June 2008

(base year 2004–05).

At 30 June 2006, the RTA had already

achieved a 24 per cent reduction in

workplace injuries compared to the 2001–02

base year – a year ahead of the 2006–07

target. Based on RTA data, the incidence rate

per 100 employees has reduced from 9.1 in

2001–02 to 7.0 in 2005–06, well below the

2006–07 target of 7.5. This result was

achieved despite a one per cent increase in

the actual number of workplace injuries in

2005–06 compared to 2004–05 highlighting

the need for continuing attention to injury

prevention if we are to continue meeting

the target up to 2012. Refer to Table 12 and

Figures 16 and 17.

The average cost of claims (based on RTA

data) fell by 22 per cent in 2005–06 compared

to 2004–05, again well ahead of the 15 per

cent reduction required by June 2008.

OHS management

Risk management is the core of OHS

management at the RTA.

The EnSite risk review process continues to

be implemented at all major construction

sites and potentially high risk activities to

ensure all safety measures are working and

appropriate for the site.

Coaching was provided for team leaders,

supervisors and project engineers to assist

them to demonstrate OHS leadership

with a new emphasis on local supervisors

and team leaders.

During the year a Situational Awareness

program was initiated in the RTA’s road

construction and maintenance operations

to promote individual and team awareness

of local transient risk factors. Under this

program, risk assessment reviews are

undertaken whenever changes in work

conditions occur.

Workplace incidents, including near misses,

were managed in a timely manner by the

OHS Incident Helpdesk. The ease of

reporting also assisted in promoting a

reporting culture within the RTA.

Monthly reports to managers provide a

summary of incidents reported, claims

lodged for workers compensation, cost of

claims, lost time injuries and incident

investigations completed.

(ABOVE) Ross Brokenbrough and Dean Asherinstalling safe working load signs on an RTA ferry.

(LEFT) Gregory Leetham and Sherjeel Khan prepareto provide traffic control support to emergencyservices at accident sites.

VALUE FOR MONEY 69

Contribution by employees

The involvement of employees in OHS

management is actively supported by the

RTA. There are more than 30 OHS

committees where managers and staff are

given opportunities to formally review

OHS performance and feedback on new

safety procedures and policies. Committees

also play an active part in regular workplace

inspections and the review of incident

investigation outcomes.

OHS programs and initiatives

Safety culture and performance reporting

In developing a strong culture of safety

the RTA has driven change through

leadership suppor t training. Programs

such as Safety Awareness For Everyone

(SAFE) seeks to promote communication

between managers and staff. Improved

performance reporting was hampered

by changes to insurance databases but

new positive performance indicators are

in place to help increase ownership of

safety by both management and staff. In

the coming financial year there will be

more developments in monitoring and

reporting as a result of feedback.

O H S T R A I N I N GA N D S TA F FI N D U C T I O N

New employees at the RTA are

provided with OHS induction as part

of their formal orientation. Employees

and contractors working in road

construction and maintenance must

be able to demonstrate compliance

with WorkCover requirements for

OHS construction induction before

commencing work on a construction

site.

TABLE 12 OHS STATISTICAL INDICATORS

PERFORMANCE INDICATOR 2004–05 2005–06 CHANGE

Incidents reported (all incidents) 2,194 2,195 0%

Number of compensable injuries (all claims) 577 548 5% reduction

Lost time injuries 291 244 16% reduction

Number workplace injuries (excludes journey, 490 496 1% increase

recess away and declined claims)

Total claims costs* $3.2m $2.95m 8% reduction

* All claims including journey and recess away.

$0

$2,000

$4,000

$6,000

$8,000

$10,000

$12,000

$14,000

3

2

1

0

4

5

6

7

8

9

10

2001-02 2002-03 2003-04 2004-05 2005-06

Average cost/claim WP claims/100 EFT

Workplace claims/100 (EFT)Average cost/claim

FIGURE 16 PERFORMANCE AGAINST NSW GOVERNMENT OHS AND INJURY MANAGEMENT TARGETS

1 Data in this table is based on RTA data and calculations consistent with previous years reporting. The data reported

against the NSW Government targets is calculated on the basis of WorkCover definitions which differ from standard

RTA OHS indicators.

0

500

1000

1500

2000

1989-90 91-92 93-94 95- 96 97-98 99-00 01-02 03-04 2005-06

Claims

FIGURE 17 WORKERS COMPENSATION – ALL CLAIMS

70 VALUE FOR MONEY

T R A F F I C C O N T R O L ATW O R K S I T E S

A corporate steering committee was

established in late 2005 to develop a

comprehensive strategy for improving

traffic control at worksites, leading to

increased safety for road workers

and contractors.The strategy will deliver

increased awareness and importance of

traffic control at RTA worksites, a traffic

control specification review, increased

public awareness and enhanced

enforcement activities.

Chris Mihellis installing containment for lead paint removal on the lower chord of the Sydney Harbour Bridge.

A five year program to promote healthy

lifestyles was implemented in the financial

year as an extra dimension to the RTA’s safety

culture. Stage 1 of the AlphaOne Integrated

Workplace Health and Fitness Program has

been implemented for 19 work groups

across NSW with 400 staff from road

services, motor registries, vehicle regulations

and the senior executive attending health

forums that link personal health and

behaviours with workplace risks. More than

80 per cent of participants have taken up the

offer of a fitness assessment with 94 per cent

stating that they intend to take action as a

result of their health and fitness assessment.

OHS program delivery

The task of delivering OHS programs is a

cooperative effort between OHS Branch,

regionally based OHS facilitators and line

managers and their staff. The 2006 Safety

Summit for Road Services Managers

confirmed the effectiveness of the OHS

improvement action plan which included

better incident management, a focus on the

role of line managers and supervisors and

the implementation of lead indicators for

OHS. The Executive supported bedding

down the improvement plan initiatives in

2006–07, supported by greater awareness

of OHS situations. The OHS Branch has

a key role in measuring the extent of

OHS management system implementation

through audits and inspections.

Contractor safety

Working closely with its contractors, the

RTA continues to seek high standards of

safety. The RTA Executive OHS committee

closely monitors contractor safety

performance through site inspections,

systems audits and a monthly review of

OHS performance indicators. The RTA

reassessed all principal contractors’

corporate OHS management systems in

2005–06, developed a suite of model

documents and provided internet access for

contractors and local councils to the RTA

OHS policy framework and associated

information. RTA principal contractors

continue to perform below the national lost

time injury frequency rate and well below

that of NSW. Despite much effort two

contractor deaths occurred at RTA

worksites in 2005–06. Each death was fully

investigated by both the RTA and the

contractors to identify the root cause and

learn from the experience.

OHS improvement in the civil construction industry

Work continues between the RTA and local

government to improve OHS performance

in road construction and maintenance.The

local councils' workshops, begun in 2004–05,

have continued this year. The program

includes hazard specific workshops to

promote better understanding and

compliance with OHS requirements on civil

construction worksites.

Details of injuries and prosecutions

OHS incidents

Working in traffic continues to be the

most significant risk of serious injury to

RTA employees and contractors. A risk

assessment approach has been implemented

that supports increased awareness of

hazards and changing local conditions. EnSite

risk assessments are conducted before the

start of all major road projects. Similarly,

maintenance crews are also conducting

risk assessments prior to commencing

remedial works. Standard traffic management

techniques are being augmented by feedback

from local knowledge incorporated in the

site risk assessments.

The most common cause of injuries across

VALUE FOR MONEY 71

the RTA in 2005–06 continued to be slips

and trips.

Prosecutions

There were no prosecutions for breaches

of the Occupational Health and Safety Act

2000 during 2005–06.

ATTRACTING, DEVELOPING AND RETAINING STAFF

Targeted recruitment programs

The RTA’s employment programs target

the recruitment of graduates, trade

apprentices and trainees. Other initiatives

provide both financial support and work

experience to undergraduate university

students, a feature designed to help fulfil

the RTA’s future workforce needs.

Apprentices

The four-year trade apprenticeship program

ensures exposure to a broad range of skills

and experiences by rotating apprentices

between workshops and worksites

throughout NSW. In 2005–06 the RTA

recruited 17 apprentices across a range of

trade classifications including electricians,

painters, bridge and wharf carpenters and

plant mechanics. At June 2006 the RTA

employed 49 trade apprentices.

Trainees

The 76 trainees recruited by the RTA in

2005–06 are working towards attaining a

variety of Vocational Educational and

Training qualifications. Traineeships are

located in the Newcastle Call Centre,

regional offices, administration centres,

motor registries and other RTA functional

centres. As at 30 June 2006 the RTA

employed 105 trainees.

Graduates

Thirty two graduates were admitted to

the RTA’s Graduate Recruitment and

Development Program (GRAD) during

2005–06 in a range of disciplines.The RTA

has a high graduate retention rate both ‘on

program’ (91 per cent average) and ‘post

program’ (70 per cent average). As at 30

June 2006 the RTA had 78 graduates

participating in the GRAD Program.

Undergraduates

The RTA’s Undergraduate Scholarship

Program encourages undergraduates from

universities throughout NSW to consider

careers in the roads industry. At 30 June

2006 the RTA had 53 undergraduates in

the program studying disciplines such as

civil engineering, surveying, electrical and

mechanical engineering. Twenty of these

students study civil engineering and

undertake work experience with the RTA

in the rural areas in which they usually

reside.This year, the RTA is also offering an

accounting scholarship at the University of

New South Wales.

STAFF TRAINING AND EDUCATION

Non-technical training

Training options are provided for managers

at team leader, middle management and

senior management levels through the

RTA’s management development

framework. The Managers’ Toolkit is an

information package designed to assist RTA

management to meet their responsibilities

as supervisors of RTA staff. A revised two-

day training package on Recruitment and

Selection, and a half day refresher were

released in July 2005. The training was

adapted from the NSW Premiers

Department Merit Selection training, and

enhanced with information from the RTA’s

capability based model. It is a policy

requirement that all panel convenors

attend this training. Training was attended

by 295 staff in this area during 2005–06.

(ABOVE LEFT) Survey graduate Jai Reddy was from the 2005 intake of the RTA’s Graduate Recruitment and Development (GRAD) program which includes graduates frommany disciplines. (RIGHT) Computer systems engineering graduate Niroshan Jeyarajah on a gantry at Mount White, has been on the GRAD program for three years.

72 VALUE FOR MONEY

The RTA entered into a contract in May

2006 with a provider to manage the

delivery of external training programs and

selected internal programs. This change is

expected to lower costs, increase flexibility

in meeting training needs and streamline

processes. By end June, 130 staff attended

external training coordinated by the

provider, achieving a 14 per cent saving on

course costs.

Technical training

A survey was completed of all technical

training carried out by State road

authorities, with details of existing and

proposed internal technical courses,

endorsed external technical courses and

technical scholarships and sponsorships.

The collated information was used

to assist State road authorities to develop

a collaborative national approach

to designing and delivering learning

opportunities for their technical staff.

STAFF RETENTION

Table 13 shows separation rates for

salaried, wages and casual staff.

STAFF PRODUCTIVITY

Workforce capability

The priorities of the Workforce Capability

Plan 2003–08 continue to be implemented

at the RTA.The capability based model has

a focus on integrating human resources

related activities of recruitment and

selection, job design and evaluation, career

development, performance, talent and

succession management. Capability based

position profiles were designed for the new

Environment Branch in 2005–06.

The RTA Upward Feedback survey was

rolled out online, for the first time, to

directors, branch managers and line

managers with four or more staff. The

survey is a tool to help managers improve

their performance and it gave staff an

opportunity to let their manager know

what they saw as their strengths and where

improvements could be made.

Managers continued to develop Work and

Development Plans (WDP) with their staff.

Diversity

A draft document incorporating the

Disability Action Plan, Diversity and Equity

Plan and Ethnic Affairs Priority Statement and

Plan was developed in 2005–06 to improve

reporting and allow ease of implementation.

Planning staff across the RTA made a

considerable contribution to the document.

Responsibilities for diversity and Equal

Employment Opportunity (EEO) outcomes

are included in the performance agreements

of directors and general managers. Detail on

EEO statistics and activities can be found in

Appendix 7 of this report. Other relevant

appendices include Appendix 8: NSW

Action Plan for Women, Appendix 9:Ethnic

Affairs Priorities Statement and Plan, and

Appendix 10: Disability Plan.

PA R T N E R S H I P S

CONSULTING WITH

THE COMMUNITY

The RTA meets and communicates

regularly with its stakeholders and business

partners through a range of channels

including the website, call centre, motor

registries, community forums, committees,

research, surveys, workshops and

correspondence.

The RTA is committed to consulting with

the community to achieve improved

outcomes. In 2005, local communities

were involved in over 250 projects,

including:

About 76 community focus or

liaison groups were in progress.

About 690 meetings (public meeting,

workshops, focus group, consultative

committee meetings) were held.

About 193 information sessions

or staffed displays were held.

Combined with meetings, the RTA

and its private sector partners held

on average 16 community sessions

a week.

About 920 different community

updates and household letters were

prepared and distributed to over one

million people.

About 25 other community events

were held, such as the RTA community

cycle event and community BBQs.

TABLE 13 SEPARATION RATES

Financial year Separation rate*

2003-04 6.39%

2004-05 5.99%

2005-06 6.29%

* Separations rate is the proportion of staff

who left the organisation.

S P O N S O R E D P R O G R A M S

The RTA sponsors selected applicants

to enrol in postgraduate study. In

2005–06, 71 staff members attended

sponsored programs including the

Master of Engineering in Pavements,

Master of Technology in Pavements,

Graduate Cer tificate in Project

Management, Executive Masters in

Public Administration and the Master

of Transpor t Management. Ten

par ticipants were awarded the

Advanced Cer tificate in Transpor t

and Traffic Management and

seventeen participants were awarded

the Graduate Certificate in Project

Management on completion of their

studies in 2005.

VALUE FOR MONEY 73

This does not include meetings held by

RTA staff with individual property owners

to discuss project design and construction

issues, which are estimated to be more

than 1,000 in 2005. These figures do not

include dialogue over safety proposals or

initiatives.

The RTA uses a range of tools to engage

the community, including:

Landowner discussions.

Study area tours, field investigations

and inspections.

Workshops.

Community liaison groups,

focus groups and committees.

Displays and feedback forms.

Public information days and evenings.

Business surveys.

Community access centres.

Website information and surveys.

Attending community group meetings

eg a ratepayers association.

Council presentations.

1800 toll free information lines.

Windsor Road

The positive response from the community

continued on construction of the four lanes

between Old Windsor Road and the M2

Motorway, mainly due to the team working

hard to resolve each local community item

as it was raised.

As this major milestone was reached a

community member wrote to the RTA:

“As a resident of the Kellyville area for the

past six years I like many others have had

to put up with the frustrations of a

dilapidated Windsor Road. I now want to

pass on my very sincere congratulations to

all who have been involved in the recently

completed upgrade.

You obviously listened to representations

made by the public regarding design, access

to cross streets etc and the implementation

of turning lanes and traffic lights that

distribute the traffic flow much better.”

issues at a national level.The RTA provided

advice to the Minister for Roads for ATC

meetings during 2005–06 on a number of

matters, including the COAG national

transpor t agenda, the Productivity

Commission Road and Rail Freight

Infrastructure Pricing Inquiry, fuel efficiency

initiatives and transport security.

OTHER PARTNERSHIP INFORMATION

The RTA has fostered a number of strategic

par tnerships with state, federal and

international government agencies, local

councils, community and road transport

groups, and private organisations.

Each chapter provides information on

stakeholder liaison within the relevant

project description, such as the Novice

driver program trial in the Positive Road

Safety Outcomes chapter. The RTA also

provides support to various non

government community organisations,

details of which can be found in Appendix

21.A list of RTA’s committees and significant

advisory groups can be found on page 63

and in Appendix 4. A list of publications

produced in 2005–06, many of which

designed to inform various stakeholders,

can be found in Appendix 17.

Princes Highway upgrade studies

The Princes Highway is the main link from

Sydney and the Illawarra region to the

Shoalhaven, south and far south coast of

NSW and north eastern Victoria. In March

2006 the RTA tried a new approach, going

to the community as a first step before

putting on a consultation team. In this way

the community helped inform the

consultant’s brief. Over 500 people

attended displays in shopping centres,

evening workshops and filled in surveys.

Thousands of people received newsletters

and followed the media reporting.

LEADERSHIP

Austroads and ATC

As a member organisation, the RTA

continued to play a strong role in Austroads

– the association of Australian and New

Zealand road transport and traffic

authorities.

Austroads’ purpose is to contribute to the

achievement of improved Australian and

New Zealand transport related outcomes

by undertaking research, promoting

improved practice, facilitating collaboration

between road agencies and providing

expert advice to the Australian Transport

Council (ATC) and the Standing

Committee on Transport (SCOT).

During the year the RTA provided input to

a range of Austroads programs which

covered strategic and technical research

as well as endorsement of Austroads

publications. Senior RTA staff led Austroads

task forces on registration and licensing and

capability task forces and are active

participants on the freight, safety and

technology task forces. More information

on Austroads can be found on the website

www.austroads.com.au/index.html.

The NSW Minister for Roads was the official

host of the successful ATC meeting in June

2006. The ATC is the Ministerial forum

established in 1993 for federal, state and

territory transport policy and legislative

A B O R I G I N A LL I A I S O NP R OTO C O L

The RTA has developed an Aboriginal

Liaison Protocol with the aim of

achieving best practice management of

Aboriginal cultural heritage issues

encountered in planning, construction

and maintenance of the NSW Road

network. See Positive environmentaland urban design outcomes chapter for

more information.

74 VALUE FOR MONEY

Customer Service

Focus on the use of technology to

simplify processes and minimise the

need for customers to visit a motor

registry in person.

Further enhance the security

of customer information.

Subject to final evaluation and

approval, pilot a centralised open

standards desktop mode during

2006–07, and later deploy widely.

Improving our business

Continue to work on current

key projects involving substantial

redesign of the systems of work,

structures, jobs and business

processes in technical services,

environment, legal services and

human resources.

Continue to develop of an

integrated corridor based approach

to road management planning.

Better integrate the planning and

delivery of RTA’s road, bridge and

traffic infrastructure programs.


Establish new strategic directions

and identify opportunities to drive

improvements to the traffic

management and engineering functions.

Design and implement programs to

develop leadership capability and enable

management to more effectively deliver

RTA’s programs, projects and services.

Identify further opportunities to

simplify business processes and

reduce administrative support

and overhead costs.

Further the development of the

alliance model with Road Services.

Governance and risk management

Implement a revised suite of executive

performance measures to enhance

transparency and performance.

Revise the organisational corporate plan.

Align RTA’s priorities to the NSW

State Plan (to be released late 2006).

Our staff

Maintain a skilled workforce.

Partnerships

Improve relations with the

Aboriginal community through

targeted road safety programs and

consultation during major project

development.

Following the recommendations

of the Parliamentary Inquiry on

the Pacific Highway, implement

a communications kit for RTA

work on private property.

Work closely with project approval

authorities to make sure community

involvement satisfies both local

community and government needs.

Emphasise website and electronic

media as a tool for information

and feedback.

Train and assist project managers

in their processes of negotiation

with communities.

Improve community understanding

of the tradeoffs required to

maintain the current road network

and to prioritise new infrastructure.

FINANCIALSTATEMENTS

CONTENTS

ROADS AND TRAFFIC AUTHORITY OF NEW SOUTH WALES

Independent audit report 77

Statement by Chief Executive and Director of Finance 79

Operating statement 80

Statement of changes in equity 81

Balance sheet 82

Cash flow statement 83

Program statement – expenses and revenues 84

Administered revenue 84

Summary of compliance with financial directives 85

Notes to and forming part of the financial statements

01 Summary of significant accounting policies . . . . . . . . . . . . . . . . . .86

02 Expenses excluding losses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .98

03 Revenue . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .100

04 Gains (losses) on disposal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .102

05 Conditions on contributions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .102

06 Appropriations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .102

07 Individually significant items . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .103

08 Programs/activities of the agency . . . . . . . . . . . . . . . . . . . . . . . . . . .103

09 Current assets – cash and cash equivalents . . . . . . . . . . . . . . . .104

10 Current assets/non-current assets – receivables . . . . . . . . . . .105

11 Non-current assets – property, plant and equipment . . . . .106

12 Current/non-current assets – intangible assets and other . . . .112

13 Non-current assets held for sale . . . . . . . . . . . . . . . . . . . . . . . . . . . .117

14 Current liabilities – payables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .117

15 Current/non-current liabilities – borrowings . . . . . . . . . . . . . . .118

16 Financial instruments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .119

17 Current/non-current liabilities – provisions . . . . . . . . . . . . . . . . .123

18 Current/non-current liabilities – other . . . . . . . . . . . . . . . . . . . . . .128

19 Changes in equity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .130

20 Commitments for expenditure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .132

21 Contingent assets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .134

22 Contingent liabilities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .134

23 Native Title . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .134

24 Budget review . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .134

25 Reconciliation of cash flows from net cost of services

to operating activities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .135

26 The financial impact of adopting AEIFRS . . . . . . . . . . . . . . . . . . .135

DIVISION OF THE GOVERNMENT SERVICES OF NEW SOUTH WALES

Independent audit report 138

Statement by Chief Executive and Director of Finance 140

Income statement 141

Statement of changes in equity 141

Balance sheet 141

Cash flow statement 142

Notes to and forming part of the financial statements

01 Summary of significant accounting policies . . . . . . . . . . . . . . . . .143

02 Current assets – receivables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .144

03 Current liabilities/non-current liabilities . . . . . . . . . . . . . . . . . . . . .144

04 Reconciliation of cashflows from operating result

to operating activities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .148

05 Related party transaction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .148

76 FINANCIAL STATEMENTS

77FINANCIAL STATEMENTS


BEGINNING OF AUDITED FINANCIAL STATEMENTS

OPERATING STATEMENTFOR THE YEAR ENDED 30 JUNE 2006

Consolidated Parent

Budget Actual Actual Actual Actual

2006 2006 2005 2006 2005

Notes $000 $000 $000 $000 $000

Expenses excluding lossesOperating Expenses

– Employee Related 2(a) 397,603 267,356 401,555 267,356 401,555

– Other Operating Expenses 2(b) 476,547 514,921 512,827 514,921 512,827

Maintenance 2(b) 568,978 571,557 592,369 571,557 592,369

Depreciation and Amortisation 2(c) 717,619 690,225 704,179 690,225 704,179

Grants and Subsidies 2(d) 85,013 18,242 35,984 18,242 35,984

Finance costs 2(e) 62,427 63,582 66,854 63,582 66,854

Total Expenses excluding losses 2,308,187 2,125,883 2,313,768 2,125,883 2,313,768

Less:

Revenue

Sales of Goods and Services 3(a) 252,939 274,309 249,537 274,309 249,537

– Investment Income 3(b) 10,150 2,508 8,123 2,508 8,123

– Grants and Contributions 3(c) 50,487 61,272 50,785 61,272 50,785

– Other Revenue 3(d) 71,192 65,777 55,746 65,777 55,746

Total Revenue 384,768 403,866 364,191 403,866 364,191

Gain/(loss) on disposal 4(a) 64 17,261 17,357 17,261 17,357

Other gains/(losses) 4(b) (550) (76,744) (53,506) (76,744) (53,506)

Net Cost of Services 24 1,923,905 1,781,500 1,985,726 1,781,500 1,985,726

Government Contributions

– Recurrent Appropriation 6 1,475,806 1,475,806 1,398,816 1,475,806 1,398,816

– Capital Appropriation 6 1,037,323 1,037,323 1,093,685 1,037,323 1,093,685

Total Government Contributions 2,513,129 2,513,129 2,492,501 2,513,129 2,492,501

SURPLUS / (DEFICIT) FOR THE YEAR 26 589,224 731,629 506,775 731,629 506,775

The accompanying notes form part of these financial statements.


STATEMENT OF CHANGES IN EQUITYFOR THE YEAR ENDED 30 JUNE 2006

Consolidated Parent


2006 2006 2005 2006 2005

Notes $000 $000 $000 $000 $000

Net increase/(decrease) in asset revaluation 19 – (1,645,505) 3,300,082 (1,645,505) 3,300,082

reserve

Decrease in fair value of Private Sector 19 – – (115,181) – (115,181)

Provided Infrastructure – change in

accounting policy

Financial instruments – first time adoption 19 – (22,298) – (22,298) –

Other net increases/(decreases) in equity 19 – 41,637 65,002 41,637 65,002

Total income and expense recognised – (1,626,166) 3,249,903 (1,626,166) 3,249,903directly in equity

Surplus/(Deficit) for the Year 19 589,224 731,629 506,775 731,629 506,775

Total income and expense recognised 589,224 (894,537) 3,756,678 (894,537) 3,756,678for the year

Effect of changes in Accounting Policy

and Correction of Errors

Accumulated Funds 19 – – (115,181) – (115,181)

19 and 26 – – (500,701) – (500,701)

Reserves 1(z)(iv) – – (993,182) – (993,182)

19 and 26 – – (96,330) – (96,330)



BALANCE SHEETAS AT 30 JUNE 2006

Consolidated Parent


2006 2006 2005 2006 2005

Notes $000 $000 $000 $000 $000

ASSETSCurrent AssetsCash and cash equivalents 9 234,435 140,975 185,264 140,975 185,264

Receivables 10(a) 117,814 105,439 133,256 105,439 133,256

Inventories 6,013 7,646 7,440 7,646 7,440

Other 12(a) 7,142 5,703 6,273 5,703 6,273

Non-current assets held for sale 13 – 38,282 37,265 38,282 37,265

Total Current Assets 365,404 298,045 369,498 298,045 369,498

Non-Current AssetsOther financial assets 10(b) 76,071 83,801 96,305 83,801 96,305

Property, Plant and Equipment

– Land and Buildings 11(a) 3,253,412 2,845,071 3,383,178 2,845,071 3,383,178

– Plant and Equipment 11(b) 68,700 100,761 102,652 100,761 102,652

– Infrastructure Systems 11(c) 66,763,538 67,835,492 68,314,009 67,835,492 68,314,009

Intangible assets 12(c) – 28,329 29,181 28,329 29,181

Other 12(b) 1,007,866 903,350 827,535 903,350 827,535

Total Non-Current Assets 71,169,587 71,796,804 72,752,860 71,796,804 72,752,860

Total Assets 71,534,991 72,094,849 73,122,358 72,094,849 73,122,358

LIABILITIESCurrent LiabilitiesPayables 14 470,906 465,316 446,660 465,316 446,660

Borrowings 15 28,617 145,973 160,586 145,973 160,586

Provisions 17 95,978 252,739 245,047 252,739 245,047

Other 18 88,593 140,902 89,344 140,902 89,344

Total Current Liabilities 684,094 1,004,930 941,637 1,004,930 941,637

Non-Current LiabilitiesBorrowings 15 723,632 685,810 661,800 685,810 661,800

Provisions 17 580,262 197,868 386,811 197,868 386,811

Other 18 727,169 725,682 757,014 725,682 757,014

Total Non-Current Liabilities 2,031,063 1,609,360 1,805,625 1,609,360 1,805,625

Total Liabilities 2,715,157 2,614,290 2,747,262 2,614,290 2,747,262

Net Assets 68,819,834 69,480,559 70,375,096 69,480,559 70,375,096

EQUITYReserves 19 27,287,747 27,829,667 29,475,173 27,829,667 29,475,173

Accumulated Funds 19 41,532,087 41,650,892 40,899,923 41,650,892 40,899,923

Total Equity 68,819,834 69,480,559 70,375,096 69,480,559 70,375,096



CASH FLOW STATEMENTFOR THE YEAR ENDED 30 JUNE 2006

Consolidated Parent


2006 2006 2005 2006 2005

Notes $000 $000 $000 $000 $000

CASH FLOWS FROM OPERATING ACTIVITIESPaymentsEmployee Related (389,875) (483,332) (438,051) (483,332) (438,051)

Grants and Subsidies (85,784) (19,031) (36,755) (19,031) (36,755)

Finance costs (57,600) (58,892) (61,175) (58,892) ( 61,175)

Other (1,230,653) (1,229,751) (1,312,909) (1,229,751) (1,312,909)

Total Payments (1,763,912) (1,791,006) (1,848,890) (1,791,006) (1,848,890)

ReceiptsSale of Goods and Services 253,493 296,785 228,132 296,785 228,132

Interest 10,150 2,138 7,878 2,138 7,878

Other 218,313 272,825 268,857 272,825 268,857

Total Receipts 481,956 571,748 504,867 571,748 504,867

Cash Flows from GovernmentRecurrent Appropriation 1,475,806 1,475,806 1,398,816 1,475,806 1,398,816

Capital Appropriation 1,037,323 1,037,323 1,093,685 1,037,323 1,093,685

Net Cash Flows from Government 2,513,129 2,513,129 2,492,501 2,513,129 2,492,501

NET CASH FLOWS FROM OPERATING ACTIVITIES 25 1,231,173 1,293,871 1,148,478 1,293,871 1,148,478

CASH FLOWS FROM INVESTING ACTIVITIESProceeds from Sale of Land and Buildings, Plant 32,624 41,188 59,269 41,188 59,269

and Equipment and Infrastructure Systems

Advance repayments received – 19,163 – 19,163 –

Purchases of Land and Buildings, Plant and Equipment (1,203,734) (1,398,424) (1,219,682) (1,398,424) (1,219,682)

and Infrastructure Systems

Advances made (2,019) – – – –

Other – (3,721) – (3,721) –

NET CASH FLOWS FROM INVESTING ACTIVITIES (1,173,129) (1,341,794) (1,160,413) (1,341,794) (1,160,413)

CASH FLOWS FROM FINANCING ACTIVITIESProceeds from borrowings and advances 8,290 3,634 – 3,634 –

Repayment of borrowings and advances (82,400) – (80,238) – (80,238)

NET CASH FLOWS FROM FINANCING ACTIVITIES (74,110) 3,634 (80,238) 3,634 (80,238)

NET INCREASE /(DECREASE) IN CASH (16,066) (44,289) (92,173) (44,289) (92,173)Opening Cash and Cash Equivalents 250,501 185,264 277,437 185,264 277,437

CLOSING CASH AND CASH EQUIVALENTS 9 234,435 140,975 185,264 140,975 185,264



PROGRAM STATEMENTEXPENSES AND REVENUESFOR THE YEAR ENDED 30 JUNE 2006

Road Network Road Safety, Traffic and M4/M5Infrastructure* Licensing and Transport Cashback Scheme Not Attributable Total

Vehicle Management2006 2005 2006 2005 2006 2005 2006 2005 2006 2005 2006 2005$000 $000 $000 $000 $000 $000 $000 $000 $000 $000 $000 $000

Expenses excluding lossesOperating Expenses– Employee Related 106,949 199,123 117,252 179,227 43,155 23,205 – – – – 267,356 401,555– Other Operating

Expenses 95,116 88,440 254,233 254,785 83,772 91,285 81,800 78,317 – – 514,921 512,827Maintenance 422,579 416,648 – 325 148,978 175,396 – – – – 571,557 592,369Depreciation and Amortisation 680,756 695,885 8,085 7,048 1,384 1,246 – – – – 690,225 704,179Grants and Subsidies 8,151 25,624 9,244 9,532 847 828 – – – – 18,242 35,984Finance costs 63,582 66,854 – – – – – – – – 63,582 66,854

Total Expenses 1,377,133 1,492,574 388,814 450,917 278,136 291,960 81,800 78,317 – – 2,125,883 2,313,768excluding losses

RevenueSales of Goodsand Services 147,101 136,001 117,292 105,686 9,916 7,850 – – – – 274,309 249,537Investment Income 2,005 6,470 158 734 345 919 – – – – 2,508 8,123Grants andContributions 30,207 24,807 4,722 6,432 26,343 19,546 – – – – 61,272 50,785Other Revenue 65,749 55,597 13 69 15 80 – – – – 65,777 55,746

Total Revenue 245,062 222,875 122,185 112,921 36,619 28,395 – – – – 403,866 364,191

Gain/(Loss) on disposal 17,261 17,357 – – – – – – – – 17,261 17,357Other gains/(losses) (54,027) (37,697) (14,404) (10,024) (8,313) (5,785) – – – – (76,744) (53,506)

Net Costof Services 1, 168,837 1,290,039 281,033 348,020 249,830 269,350 81,800 78,317 – – 1,781,500 1,985,726

GovernmentContributions** 2,513,129 2,492,501 2,513,129 2,492,501

NET EXPENDITURE/(REVENUE) FOR THE YEAR 1, 168,837 1,274,969 267,751 348,020 241, 517 269,350 81,800 78,317 (2,513,129) (2,492,501) (731,629) (506,775)

ADMINISTERED REVENUERoad Network Road Safety, Traffic and M4/M5Infrastructure* Licensing and Transport Cashback Scheme Not Attributable Total

Vehicle Management2006 2005 2006 2005 2006 2005 2006 2005 2006 2005 2006 2005$000 $000 $000 $000 $000 $000 $000 $000 $000 $000 $000 $000

Administered revenuesTransfer receiptsConsolidated Fund– Taxes, Fees and Fines 434,688 419,793 434,688 419,793– Other 567,817 587,489 567,817 587,489

Total Administered Revenues – – – – – – – – 1,002,505 1,007,282 1,002,505 1,007,282

* The description and objectives of each program are summarised in Note 8.** Appropriations are made on an agency basis and not to individual programs. Consequently, government contributions are included in the

“Not Attributable” column.


SUMMARY OF COMPLIANCE WITH FINANCIAL DIRECTIVESFOR THE YEAR ENDED 30 JUNE 2006

2006 2005Expenditure/ Expenditure/ Expenditure/ Expenditure/

Recurrent net claim on Capital net claim on Recurrent net claim on Capital net claim onAppropriation consolidated Appropriation consolidated Appropriation consolidated Appropriation consolidated

fund fund fund fund$000 $000 $000 $000 $000 $000 $000 $000

Original Budget Appropriation/ Expenditure– Appropriation Act 1,467,398 1,467,398 1,022,587 1,022,587 1,400,219 1,393,417 1,015,172 1,015,172– Additional Appropriations– s21A PF&AA – special appropriation– s24A PF&AA – transfers of functions

between departments– s26A PF&AA – Commonwealth – – 7,756 7,756 – – 53,212 53,212

specific purpose payments 6,980 6,980

Other Appropriation/ Expenditure– Treasurer’s advance – – – – 878 878 8,000 8,000– Section 22 – expenditure for certain

works and services– Section 22A(2) – Motor Vehicle Taxation Act

(hypothecation of motor vehicle tax) 11,248 11,248 – – 4,543 4,543 17,301 17,301– Section 225 – Roads Act (hypothecation

of heavy vehicle overloading fines) 1,189 1,189 – – 515 515 – –– Transfers to/from another agency

(s28 of the Appropriations Act) (588) (588) – – (537) (537) – –– Other adjustments (3,441) (3,441)

Total Appropriations/ Expenditure/Net Claim onConsolidated Fund (includes transfer payments) 1,475,806 1,475,806 1,037,323 1,037,323 1,405,618 1,398,816 1,093,685 1,093,685

Amount drawn down against Appropriation 1,503,856 1,037,323 1,398,816 1,093,685

Liability to Consolidated Fund 28,050 – – –

The summary of Compliance is based on the assumption that Consolidated Fund moneys are spent first.Consolidated funding for the RTA’s Road Program is classified as recurrent and capital appropriation based upon the way in which the appropriations are expended.The Program, as part of its appropriation, receives all the revenue from motor vehicle taxes in accordance with the Motor Vehicle Taxation Act, with the level of the fundsfrom the motor vehicle taxes not known until 30 June each year.


NOTES TO AND FORMING PART OF THE FINANCIALSTATEMENTS OF THE ROADS AND TRAFFIC AUTHORITYFOR THE YEAR ENDED 30 JUNE 2006

1 SUMMARY OF SIGNIFICANT ACCOUNTING POLICIES

(a) Reporting Entity

The Roads and Traffic Authority (RTA), as a reporting entity

comprising all the entities under its control, namely the Roads

and Traffic Authority Division of the Government Service of

New South Wales, is responsible for :

Testing and licensing drivers and registering and inspecting

vehicles.

Managing road usage to achieve consistent travel times,

particularly during peak periods, by reducing congestion

delays and helping the community use the road system

more effectively.

Improving road safety by encouraging better road user

behaviour, ensuring compliance with regulations, improving

roads and enhancing vehicle standards.

Arterial road development, construction and maintenance,

to meet community, environmental, regulatory and

economic needs.

Administration of the M4/M5 Cashback Scheme.

The RTA is a NSW Government department. The reporting

entity is consolidated as part of the NSW Total State Sector

Accounts, except in regard to the reporting of Land Under

Roads. The RTA is a not-for-profit reporting entity for

accounting purposes and it has no cash generating units.

These financial statements have been authorised for issue by

the Audit Committee on 15 September 2006.

(b) Basis of Preparation

The RTA’s financial statements are a general purpose financial

report which has been prepared in accordance with:

Applicable Accounting Standards and urgent issues group

interpretations (which include Australian equivalents to

International Financial Reporting Standards (AEIFRS)) and in

particular Australian Accounting Standard AAS31 Financial

Reporting by Governments.

The requirements of the Public Finance and Audit Act 1983

and Regulation.

The Financial Reporting Directions published in the Financial

Reporting Code (FRC) for Budget Dependent General

Government Sector Agencies or issued by the Treasurer

under Section 9(2) (n) of the Act.

In the event of any inconsistency between accounting

standards and legislative requirements, the latter are given

precedence.

Except for the revaluation of certain non-current assets and

financial instruments, the financial statements are prepared in

accordance with the historical cost convention. Cost is based on

the fair value of the consideration given in exchange for assets.

Judgements, estimates and associated assumptions about

carrying values of assets and liabilities that are not readily

apparent from other sources are based on historical

experience and various other factors that are believed to be

reasonable under the circumstance. Actual results may differ

from these estimates. The estimates and underlying

assumptions are reviewed on an ongoing basis. Revisions to

accounting estimates are recognised in the period in which the

estimate is revised. Judgements, estimates and assumptions

made by management are disclosed in the relevant notes to

the financial statements.

Accounting policies are selected and applied in a manner which

ensures that the resulting financial information satisfies the

concepts of relevance and reliability.

Unless otherwise stated all amounts are rounded to the

nearest one thousand dollars and are expressed in Australian

currency.

(c) Statement of Compliance

The consolidated and parent entity financial statements and

notes comply with Australian Accounting Standards, which

include AEIFRS.

This is the first financial report prepared based on AEIFRS and

comparatives for the year ended 30 June 2005 have been

restated accordingly, unless otherwise permitted.

In accordance with AASB 1 First-time Adoption of Australian

Equivalents to International Financial Reporting Standards and

Treasury Mandates, the date of transition to AASB 132

Financial Instruments: Disclosure and Presentation and AASB 139

Financial Instruments: Recognition and Measurement has been

deferred to 1 July 2005 and, as a result, comparative

information for these two Standards is presented under the

previous Australian Accounting Standards which applied to the

year ended 30 June 2005. Under previous Accounting

Standards, financial instruments were recognised at cost, with

the exception of TCorp Hour-Glass Facilities and Managed

Fund Investments, which were measured at fair value.

UIG 9 has been early adopted effective 1 July 2005 regarding

the reassessment of embedded derivatives.


At the reporting date, a number of Accounting Standards

adopted by the AASB had been issued but are not yet

operative and have not been early adopted by the RTA. The

following is a list of these standards:

AASB 7 – Financial Instruments: Disclosure

(issued August 2005)

AASB 119 – Employee Benefits (issued

December 2004)

AASB 2004-3 – Amendments to Australian

Accounting Standards (issued December 2004)


Accounting Standards (issued May 2005)


Accounting Standards (issued June 2005)


Accounting Standards (issued September 2005)


Accounting Standards (issued September 2005)


Accounting Standards (issued January 2006)

The initial application of these standards will have no impact on

the financial results of the RTA.The Standards are operative for

annual reporting periods beginning on or after 1 January 2006.

Reconciliations of AEIFRS equity and surplus or deficit for 30 June

2005 to the balances reported in the AGAAP 2004–05 financial

report and detailed in Note 26.This note also includes separate

disclosure of the 1 July 2005 equity adjustments arising from the

adoption of AASB 132 and AASB 139.

(d) Principles of Consolidation

This financial report has been consolidated in accordance with

Australian Accounting Standard AASB 124 Consolidated and

Separate Financial Statements and includes the assets, liabilities,

equities, revenues and expenses of the RTA including those

entities controlled by the RTA.

On 17 March 2006 the Government proclaimed the Public

Sector Employment Legislation Amendment Act 2006. This Act

made fundamental changes to the employment arrangements

of many statutory corporations through amendments to the

Public Sector Employment and Management Act 2002 (PSEMA)

and other Acts. The result of the changes is that the status of

RTA employees has been changed.They are now employees of

the Government of New South Wales in the service of the

Crown. RTA employees have been assigned to a Division of the

Government Service titled ‘Roads and Traffic Authority Division

of the Government Service of New South Wales’ (the

Division).The Division is a controlled entity of the RTA and all

transactions and balances between the RTA and the Division

have been eliminated.

(e) Administered Activities

The RTA administers, but does not control, the collection of

various fees, fines and levies on behalf of the Crown Entity.

Monies collected on behalf of the Crown Transactions Entity

are not recognised as the RTA’s revenues but are separately

disclosed in the Program Statement – Expenses and Revenues.

The RTA is accountable for the transactions relating to those

administered activities but does not have the discretion, for

example, to deploy the resources for the achievement of its

own objectives.

Expenses incurred in collecting monies on behalf of the Crown

Entity are recognised as the RTA’s expenses and are reported

within the Road Safety Licensing and Vehicle Management

Program.

The accrual basis of accounting and all applicable accounting

standards have been adopted for the reporting of administered

revenues.

(f) Income Recognition

Income is measured at the fair value of the consideration or

contribution received or receivable. Income is recognised when

the RTA has control of the good or right to receive, it is

probable that the economic benefits will flow to the RTA and

the amount of the income can be measured reliably.Additional

comments regarding the accounting policies for the recognition

of income are discussed below:

(i) Parliamentary Appropriations and Contributions from other Bodies

Parliamentary appropriations and contributions from other

bodies (including grants and donations) are generally

recognised as income when the RTA obtains control over

the assets comprising the appropriations and contributions.

Control over appropriations and contributions is normally

obtained upon the receipt of cash.

An exception to the above is when appropriations are

unspent at year end. In this case, the authority to spend the

money lapses and generally the unspent amount must be

repaid to the Consolidated Fund in the following financial

year. As a result, unspent appropriations are accounted for

as a liability rather than revenue.

The split between recurrent and capital appropriations is

based on the way the appropriations are to be spent.


In relation to the right to receive infrastructure assets, the

recognition is on a progressive basis relative to the contract

period.

(ii) Sale of Goods and Rendering of Services

Revenue from the sale of goods is recognised as revenue

when the agency transfers the significant risks and rewards

of ownership of the assets. User charges are recognised as

revenue when the RTA obtains control of the assets that

result from them.

Revenue from the rendering of services is recognised when

the service is provided or by reference to the stage of

completion.

(iii) Investment Income

Interest revenue is recognised using the effective interest

method as set out in AASB 139 Financial Instruments:

Recognition and Measurement.

(iv) Gains and Losses (in the Operating Statement)

Gains and losses generally arise from adjustments to the

measurement of assets and liabilities.They include gains and

losses on asset disposals and fair value adjustments to

physical and financial assets, and to derivative assets.

(v) Emerging Interests in Private Sector ProvidedInfrastructure (PSPI) projects

The value of the emerging right to receive the PSPI asset is

treated as the compound value of an annuity that

accumulates as a series of equal annual receipts together

with a calculated notional compound interest.The discount

rate used is the NSW 10-year government bond at the

commencement of the concession period.

(vi) Amortisation of Deferred Revenue on PSPI Projects

Reimbursement of development costs in the form of up

front cash payments are treated as deferred revenue with

an annual amortisation amount recognised over the life of

the concession period.

(g) Employee Benefits and Other Provisions

(i) Salaries and Wages, Annual Leave,Sick Leave and Oncosts

Liabilities for salaries, wages (including non-monetary

benefits) and annual leave are recognised and measured in

respect of employees’ services up to the reporting date

where it is probable that settlement will be required and

where they are capable of being measured reliably on an

undiscounted basis.

Sick leave accrued by employees of the RTA is all non-

vesting and does not give rise to a liability as it is not

considered probable that sick leave taken in the future will

be greater than the benefits accrued in the future.

The outstanding amounts of payroll tax and fringe benefits

tax, which are consequential to employment, are recognised

as liabilities and expenses where the employee benefits to

which they relate have been recognised. Workers

compensation that may be applicable to leave entitlements

has not been recognised as this expense is based on actual

premiums paid, determined from past claims history, and

not as a general percentage raised on salaries and wages.

(ii) Long Service Leave and Superannuation

Long service leave is measured on a short hand basis. The

short hand method is based on the remuneration rates at

year end for all employees with five or more years of

service together with an estimate for employees with less

than five years service, based on the percentage who are

expected to remain employed by the RTA long enough to

be entitled to long service leave. It is considered that this

measurement technique produces results not materially

different from the estimate determined by using the present

value in accordance with AASB 119 Employee Benefits.

Market yields on government bonds of 5.335% are used to

discount long term annual leave.

The superannuation expense for the financial year is

determined by using the formulae specified in the

Treasurer’s Directions. The expense for certain

superannuation schemes (ie Basic Benefit and First State

Super) is calculated as a percentage of the employees’ salary.

For other superannuation schemes (ie State

Superannuation Scheme and State Authorities

Superannuation Scheme), the expense is calculated as a

multiple of the employees’ superannuation contributions.

The final expense is adjusted at 30 June each year to take

account of any actuarial assessment.

(iii) Other Provisions

Other provisions exist when: the agency has a present legal

or constructive obligation as a result of a past event; it is

probable that an outflow of resources will be required to

settle the obligation; and a reliable estimate can be made of

the amount of the obligation.


(h) Borrowing Costs

Borrowing costs are recognised as an expense in the period in

which they are incurred, in accordance with Treasury’s mandate

to general government sector agencies.

(i) Insurance

The RTA’s insurance activities are conducted through the

NSW Treasury Managed Fund Scheme of self insurance

scheme for Government agencies. The expense (premium) is

determined by the Fund Manager based on past experience.

CTP Insurance is arranged with a private sector provider by

NSW Treasury. The RTA, from October 2001, introduced a

Principal Arranged Insurance Scheme, which provides cover for

all parties involved in its construction projects.This will ensure

that these parties have appropriate insurance cover in place.

An outstanding liability also exists in respect of the former

Department of Motor Transport self-insured scheme.

(j) Accounting for the Goods and Services Tax (GST)

Revenues, expenses and assets are recognised net of the

amount of GST, except:

The amount of GST incurred by the RTA as a purchaser

that is not recoverable from the Australian Taxation Office

(ATO) is recognised as part of the cost of acquisition of an

asset or as part of an item of expense.

Receivables, payables, accruals and commitments are stated

with the amount of GST included.

(k) Acquisitions of Assets

The cost method of accounting is used for the initial recording

of all acquisitions of assets controlled by the RTA. Cost is the

amount of cash or cash equivalents paid for the fair value of the

other consideration given to acquire the asset at the time of its

acquisition or construction or, where applicable, the amount

attributed to that asset when initially recognised in accordance

with the specific requirements of other Australian Accounting

Standards.

Assets acquired at no cost, or for nominal consideration, are

initially recognised as assets and revenues at their fair value at

the date of acquisition.

Fair value means the amount for which an asset could be

exchanged between knowledgeable, willing parties in an arm’s

length transaction.

Where payment for an item is deferred beyond normal credit

terms, its cost is the cash price equivalent, ie the deferred

payment amount is effectively discounted at an asset-specific

rate.

(l) Asset Management Policy

The RTA’s asset valuation and depreciation policies are

summarised below.

The cost of assets constructed for own use includes the cost of

materials, direct labour, attributable interest, other financing costs

and foreign exchange gains and losses arising during construction

as well as an appropriate proportion of variable and fixed

overhead costs that can be reliably attributed to the assets.

Plant and equipment costing above $5,000 individually (or

forming part of a network costing more than $5,000) are

capitalised. From 1 January 2006, the threshold was revised to

$10,000.

Physical non-current assets are valued in accordance with the

‘Valuation of Physical Non-Current Assets at Fair Value’ Policy

and Guidelines Paper (TPP 05-03).This policy adopts fair value

in accordance with AASB 116 Property, Plant and Equipment.

Property, plant and equipment is measured on an existing use

basis, where there are no feasible alternative uses in the existing

natural, legal, financial and socio-political environment. However,

in the limited circumstances where there are feasible

alternative uses, assets are valued at their highest and best use.

Fair value of property, plant and equipment is determined

based on the best available market evidence, including current

market selling prices for the same or similar assets. Where

there is no available market evidence, the asset’s fair value is

measured at its market buying price, the best indicator of which

is depreciated replacement cost.

Where an asset is specialised, or the market buying price and

market selling price differ materially because the asset is

usually bought and sold in different markets, or the asset

would only be sold as part of the sale of the cash-generating

operation of which the asset is a part, fair value is measured at

its market buying price.The best indicator of an asset’s market

buying price is the replacement cost of the asset’s remaining

future economic benefits.

The RTA re-values each class of property, plant and equipment

at least every five years or with sufficient regularity to ensure

the carrying amount of each asset in the class does not differ

materially from its fair value at reporting date.

Non-specialised assets with short useful lives are measured at

depreciated historical cost, as a surrogate for fair value.

When revaluing non-current assets by reference to current prices

for assets newer than those being revalued (adjusted to reflect

the present condition of the assets), the gross amount and the

related accumulated depreciation are separately restated.


Otherwise, any balances of accumulated depreciation existing at revaluation date in respect of those assets are credited to the asset

accounts to which they relate.The net asset accounts are then increased or decreased by the revaluation increments or decrements.

Revaluation increments are credited directly to the asset revaluation reserve, except that, to the extent that an increment reverses a

revaluation decrement in respect of that class of asset previously recognised as an expense in the surplus/deficit, the increment is

recognised immediately as revenue in the surplus/deficit.

Revaluation decrements are recognised immediately as expenses in the surplus/deficit, except that, to the extent that a credit balance

exists in the asset revaluation reserve in respect of the same class of assets, they are debited directly to the asset revaluation reserve.

As a not-for-profit entity, revaluation increments and decrements are offset against one another within a class of non-current assets, but

not otherwise.

Where an asset that has previously been revalued is disposed of, any balance remaining in the asset revaluation reserve, in respect of

that asset, is transferred to accumulated funds.

Assets acquired or constructed since the last revaluation are valued at cost.

(i) Impairment of Property, Plant and Equipment

As a not-for-profit entity with no cash generating units, the RTA is effectively exempted from AASB 136 Impairment of assets and

impairment testing. This is because AASB 136 modifies the recoverable amount test to the higher of fair value less costs to sell and

depreciated replacement cost.This means that, for an asset already measured at fair value, impairment can only arise if selling costs

are material. Selling costs are regarded as immaterial.

(ii) Plant and Equipment and Intangible Assets

Asset Valuation Policy Depreciation/Amortisation Policy

Plant, Equipment and Vehicles Written down historic cost Depreciated on the straight line method

(Minimum capital value $5,000. over the estimated useful life of between

From 1 January 2006 – $10,000) 5 and 20 years

Computer Hardware and Intangible Assets Written down historic cost Depreciated/amortised on the straight line

(Minimum capital value of $1,000 and $5,000 method over the estimated useful life

respectively. From 1 January 2006 – $10,000) of between 3 and 10 years

Electronic Office Equipment Written down historic cost Depreciated on the straight line method

(Minimum capital value $5,000 over the estimated useful life of 10 years

From 1 January 2006 – $10,000)

The written down historic cost is considered to reflect the fair value of these assets.

Depreciation and valuation policies in respect of operational assets are subject to annual review.

Estimates of useful life for depreciation and amortisation purposes have been determined with due regard to a number of factors

including the expected retention period by the entity and the underlying physical, technical and commercial nature of the assets as

defined in AAS4 Depreciation. In accordance with this standard the shortest alternative useful life is applied. Approximately $72.246

million 25.6% (2004–05; $64.399 million 21.6%) of the RTA’s assets in the categories of plant, equipment, vehicles, computer

hardware and electronic office equipment are fully depreciated. The percentage of fully depreciated assets should decrease

progressively as they are replaced in future years.A stock take and complete review of the anticipated useful lives of operational assets

was carried out during the year.


(iii) Land and Buildings

Asset Valuation Policy Depreciation Policy

Land and Buildings in Service Land and buildings in service are Buildings – Depreciated on the straight line

generally valued at value in use basis over the estimated useful life

Works Administration Properties (land) and written down of 40 years.

Officers Residences replacement cost (buildings).

Where such properties are rented

externally they are valued at

current market value. Land and

Buildings in Service were revalued

in the current year and are due

to be revalued in 2007–08.

Land and Buildings Acquired for Future Current Market Value No depreciation charged as buildings are

Roadworks not purchased to generate revenue but

In 2004–05, average Rateable ultimately to be demolished for roadworks.

Rentable or Surplus Properties Value Per Hectare of Urban and

Vacant land Rural Areas within each Local

Government Area (LGA). In

2005–06 the average Rateable

Value Per Hectare was weighted by

Local Government Area with no

distinction made between urban and

rural areas as it was determined to be

impractical to quantify the difference.

Land and Buildings Acquired for Future

Roadworks are revalued progressively

over a 3 year cycle.The current

revaluation cycle commenced

2002–03.

Leasehold Improvements Written down historic Amortised over the period of the lease,

(Minimum capital value $5,000. cost/revalued amount. or the useful life of the improvement

From 1 January 2006 – $10,000) to the RTA, whichever is shorter.

Included in the value of land and buildings in service is an amount of $12.831 million (2004–05; $12.831 million) for buildings on

Crown land. As the RTA effectively ‘controls’ this Crown land, it has been included in the RTA’s Balance Sheet. Should such Crown

land be transferred or disposed of, associated buildings are written off in the year the transfer or disposal takes place.


The RTA’s land and buildings are valued by registered valuers. Land and Buildings Acquired for Future Roadworks comprise

Untenanted Land for Roads which is revalued annually and Rental Properties and Surplus Properties which are revalued progressively

within a three year timeframe.The selection of assets within Land and Buildings Acquired for Future Roadworks to be revalued in

each reporting period within the current progressive revaluation is made by reference to the asset’s acquisition date or previous

revaluation date, to ensure each asset is revalued in the three year progressive revaluation timeframe.To accord with the disclosure

requirements of AASB 116 Property Plant and Equipment regarding progressive revaluations, the aggregate carrying amount of Land

and Buildings Acquired for Future Roadworks comprises:

Commencement date of the current progressive revaluation: 1 July 2005

Completion date of the current progressive revaluation: 30 June 2008

Category of Land and Building Acquired for Future Roadworks Aggregate carrying amount $000

Carried at cost of acquisition less, where applicable, any accumulated depreciation. –

Carried at revalued amounts determined prior to the beginning of the current

progressive revaluation less, where applicable, any accumulated depreciation. –

Revalued as part of the current progressive revaluation and carried at fair value

as at 30 June 2006 less, where applicable, any subsequent accumulated depreciation. 1,049,878

Revalued as part of the current progressive revaluation and carried at an amount

other than fair value as at 30 June 2005 less, where applicable, any subsequent

accumulated depreciation. –

Carried at recoverable amount less, where applicable, any subsequent accumulated

depreciation. –

Untenanted land for Roads – revalued annually not subject to progressive revaluation. 1,599,895

Land and Building Acquired for Future Roadworks at 30 June 2006 (see note 11(a)). 2,649,773


(iv) Infrastructure Systems

Asset Valuation Policy Depreciation Policy

Roads:Earthworks Written down replacement cost Depreciated over estimated useful life

of 100 years

Pavement Written down replacement cost Depreciated over estimated useful life

dependant on pavement surface

15 years (unsealed)

20-50 years (flush seal/asphalt)

25-50 years (asphalt/concrete)

40-50 years (concrete)

Bridges:Written down replacement cost Depreciated over estimated useful life

dependant on bridge type

Timber structures 60 years

Concrete structures 100 years

Steel structures 100 years

X Trusses (timber and steel) 60 years

High Value Bridges 200 years

Bridge Size Culverts/Tunnels 100 years

Traffic Signals Written down replacement cost Depreciated over estimated useful life

of 20 years

Traffic Control Network:Written down historic cost Depreciated over estimated useful life of

Traffic Systems 5-20 years

Transport Management Centre 5-20 years

Variable Message Signs 30 years

Land under roads and In 2004–05, average rateable value No depreciation applied as land does

within road reserves per hectare of urban and rural areas not have a limited useful life

within each LGA. In 2005–06 the

average Rateable Value Per Hectare

was weighted by Local Government

Area with no distinction made

between urban and rural areas as it

was determined to be impractical

to quantify the difference.


The RTA, being responsible for the development and

management of the State’s road network, has recognised

the control aspect of some infrastructure assets and the

ownership of other infrastructure assets when formulating

policy in respect of the valuation and reporting of

infrastructure.

Roads, bridges and traffic signals are initially brought to

account at cost.

The valuation policies provide for roads, bridges and the

traffic signal network, to be revalued periodically using the

modern equivalent replacement cost method. The traffic

signal control network including variable message signage is

valued at written down historic cost. Each road is assigned

a value which equates to the cost of replacing that road to

a modern equivalent asset and discounting the estimated

value of modern features, such as noise walls, not present in

the existing asset. In the case of bridges, such replacement

cost is the cost to construct a new bridge to the modern

standard. High value bridges are valued on an individual

basis.The replacement cost of the traffic control network is

based on the current cost to replace the SCATS system

computers and peripherals. The replacement cost of the

traffic signal network is the cost to reconstruct each site

using the number and current cost of lanterns and

electronic controllers at each site as the major components

to determine the replacement cost.

The determination of unit replacement rates for road,

bridge and traffic control signal infrastructure valuations

is carried out at least every five years by suitably qualified

engineering contractors and employees of the RTA.

Roads were revalued during 2003–04. Unit replacement

rates for traffic signals were reviewed during 2002–03. All

bridges and bridge culver ts were revalued during

2002–03.

Assets are recorded initially at construction cost and the

annual percentage increase in the Road Cost Index (RCI)

is applied each year until the following unit replacement

review is under taken. Subsequent to the review,

infrastructure is valued using the unit replacement rates,

adjusted by the Road Cost Index as applicable, except for

Traffic Control Network.

In respect of land under roads and within road reserves, for

2005–06 valuations the average Rateable Value Per Hectare

was weighted by Local Government Area with no

distinction made between urban and rural areas, as it was

determined to be impractical to quantify the difference.The

change in methodology was due to a reassessment of the

definitions of urban and rural roads which had been used in

prior year financial statements.

In 2004–05 the data provided by the Local Government

Grants Commission and the Valuer General, on which the

valuations of average rateable value are ordinarily based,

was not available. Accordingly the average rateable values

per hectare were estimated to have increased by 5 per cent

when compared with 2003–04.This estimate was made by

an in house registered valuer.

Major works-in-progress are valued at construction cost

and exclude the cost of land, which is currently disclosed as

land under roads.

Accounting Standard AASB 116 Property, Plant and

Equipment outlines factors to be considered in assessing the

useful life of an asset for depreciation purposes. These

factors include wear and tear from physical use and

technological and commercial obsolescence.

Road assets are depreciated on the straight-line basis in

accordance with AASB 116 Property, Plant and Equipment.

The road assets are considered to consist of two

components, pavement and non-pavement (comprising

earthworks and road furniture), each with a corresponding

useful service life.

Depreciation is calculated for each of the current 18,000

(approximately) road management segments and

aggregated for each road and pavement type. Bridge assets

are assessed by bridge type and depreciation is calculated

on a straight line basis.

The respective provisions for depreciation of infrastructure

assets recognise the total accumulated depreciation of

those assets on a straight-line basis over the assessed useful

life of those assets as at the end of the financial year.

(v) Intangible Assets

The RTA recognises intangible assets only if it is probable

that future economic benefits will flow to the RTA and the

cost of the asset can be measured reliably. Intangible assets

are measured initially at cost.Where an asset is acquired at

no or nominal cost, the cost is its fair value as at the date of

acquisition.

All research costs are expensed. Development costs are

only capitalised when certain criteria are met.

The useful lives of intangible assets are assessed to be either

finite or indefinite. Intangible assets with finite lives are

amortised under the straight line method and expensed in

the operating statement for the period.


Intangible assets are subsequently measured at fair value

only if there is an active market. If there is no active market,

the assets are carried at cost less any accumulated

amortisation.

Intangible assets are tested for impairment where an

indicator of impairment exists and in the case of intangible

assets with indefinite lives, annually, either individually or at

the cash generating unit level. However, as a not-for-profit

entity with no cash generating units, the RTA is effectively

exempted from impairment testing (see note 1(l)(i)).

(vi) Private Sector Provided Infrastructure

The RTA has recognised an infrastructure asset in respect of

the Sydney Harbour Tunnel. It has been valued at the

estimated current written down replacement cost of the

Tunnel at the date of transfer to the RTA in 2022 (refer

Note 12 (b)).

In respect of the M2, M4, M5 Motorways, the Eastern

Distributor, the Cross City Tunnel and the Westlink M7

Motorway (the Lane Cove Tunnel yet to be commissioned),

the RTA values each right to receive asset by reference to

the RTA’s emerging share of the written down replacement

cost of each asset apportioned using an annuity approach.

Under this approach, the ultimate value of the right to

receive the property is treated as the compound value of an

annuity that accumulates as a series of equal annual receipts

together with an amount representing notional compound

interest. The discount rate used is the 10-year NSW

government bond rate applicable at the commencement of

the concession period (refer note 1(z)).

(vii) Cultural Collection Assets

Cultural Collection items that can be reliably valued have

been recognised as assets. Other Cultural Collection items

are disclosed by way of a note.

(viii) Leased Assets

A distinction is made between finance leases, which

effectively transfer from the lessor to the lessee substantially

all the risks and benefits incidental to ownership of the

leased assets, and operating leases under which the lessor

effectively retains all such risks and benefits.

Where a non-current asset is acquired by means of a

finance lease, the asset is recognised at its fair value at the

commencement of the lease. The corresponding liability is

established at the same amount. Lease payments are

allocated between the principal component and the interest

incurred.

Operating lease payments are recognised as an expense on

a straight line basis. Rental revenue is recognised in

accordance with AASB 117 Leases on a straight-line basis

over the lease term.

(m) Major Inspection Costs

The labour cost of performing major inspections for faults is

recognised in the carrying amount of an asset as a replacement

of a part, if the recognition criteria are satisfied.

(n) Restoration Costs

The estimated cost of dismantling and removing an asset and

restoring the site is included in the cost of an asset, to the

extent it is recognised as a liability.

(o) Maintenance and Repairs

The costs of day-to-day servicing costs or maintenance are

charged as expenses as incurred, except where they relate to

the replacement of a part or component of an asset, in which

case the costs are capitalised and depreciated over the life of

the asset.

(p) Financial Assets

(i) Cash and Cash Equivalents

Cash and short term deposits in the balance sheet

comprise cash at bank and in hand, short term deposits with

an original maturity of three months or less, and deposits in

Treasury Corporation’s HourGlass managed Fund Cash

Facility.

For the purposes of the Cash Flow Statement, cash and

cash equivalents consist of cash and cash equivalents as

defined above, net of outstanding bank overdrafts.

(ii) Receivables

Receivables are recognised initially at fair value, usually based

on the transaction cost or face value. Subsequent

measurement is at amortised cost using the effective

interest method, less an allowance for any impairment of

receivables. Short-term receivables with no stated interest

rate are measured at the original invoice amount where the

effect of discounting is immaterial. An allowance for

impairment of receivables is established when there is

objective evidence that the entity will not be able to collect

all amounts due. The amount of the allowance is the

difference between the asset’s carrying amount and the

present value of estimated future cash flows, discounted at

the effective interest rate. Bad debts are written off as

incurred.


(iii) Other Financial Assets

Other financial assets consist of non-derivative financial

assets which are not valued at fair value either because they

are not intended to be held to maturity. These assets are

initially recognised at cost. All finance assets except those

measured at fair value through the operating statement are

subject to annual review for impairment. Changes are

accounted for in the operating statement when impaired,

derecognised or through an amortisation process.

(q) Provision of Material Assets

No material assets were provided free of charge to the RTA

during the financial year. However, at a small number of

locations, Crown land was provided at peppercorn rentals.

(r) Inventories

Inventories held for distribution are stated at the lower of cost

and current replacement cost. Inventories (other than those

held for distribution) are stated at the lower of cost and net

realisable value. Cost is calculated using the weighted average

cost or ‘first in first out’ method. Inventories consist mainly of

raw materials and supplies used for the construction and

maintenance of roads, bridges and traffic signals.

The cost of inventories acquired at no cost or for nominal

consideration is the current replacement cost as at the date of

acquisition. Current replacement cost is the cost the agency

would incur to acquire the asset on the reporting date. Net

realisable value is the estimated selling price in the ordinary

course of business less the estimated costs of completion and

the estimated costs necessary to make the sale.

(s) Capitalisation of Expenditure

Expenditure (including employee related costs and

depreciation) in respect of road development and

reconstruction, bridge and tunnel replacement and some road

safety and traffic management works are capitalised as part of

Infrastructure Systems.

(t) Non-current Assets held for sale

The RTA has certain non-current assets classified as held for

sale, where their carrying amount will be recovered principally

through a sale transaction, not through continuing use. This

condition is regarded as met when the sale is highly probable,

the asset is available for immediate sale in its present condition

and the sale of the asset is expected to be completed within

one year from the date of classification. Non-current assets

held for sale are recognised at the lower of carrying amount

and fair value less costs to sell.These assets are not depreciated

while they are classified as held for sale.

(u) Other Assets

Other assets including prepayments are recognised on a cost

basis.

(v) Payables

These amounts represent liabilities for goods and services

provided to the RTA and other amounts, including interest.

Payables are recognised initially at fair value, usually based on

the transaction cost or face value. Subsequent measurement is

at amortised cost using the effective interest method. Short-

term payables with no stated interest rate are measured at the

original invoice amount where the effect of discounting is

immaterial.

(w) Borrowings

Borrowings are recorded initially at fair value, net of transaction

costs. Loans are not held for trading and are recognised at

amortised cost using the effective interest method. Amortised

cost is the face value of the debt less unamortised premiums.

The discount or premiums are treated as finance charges and

amortised over the term of the debt.

(x) Budgeted amounts

The budgeted amounts are drawn from the budgets as

formulated at the beginning of the financial year and with any

adjustments for the effects of additional appropriations under

s21A, s24 and/or s26 of the Public Finance and Audit Act 1983.

The budgeted amounts in the Operating Statement and Cash

Flow Statement are generally based on the amounts disclosed

in the NSW Budget Papers (as adjusted above). However in

the Balance Sheet the amounts vary from the Budget Papers,

as the opening balances of the budgeted amounts are based on

carried forward actual amounts: ie per the audited financial

statements (rather than carried forward estimates).

(y) Comparative Information

Comparative figures have been restated based on AEIFRS with

the exception of financial instruments information, which has

been prepared under the previous AGAAP Standard (AAS33)

as permitted by AASB 136. The transition to AEIFRS for

financial instruments information was 1 July 2005. The impact

of adopting AASB 132/139 is further discussed in Note 26.

Financial Instruments

The RTA has elected not to restate comparative information

for financial instruments within the scope of AASB 132

Financial Instruments: Disclosure and Presentation and AASB 139

Financial Instruments: Recognition and Measurement, as

permitted on the first time adoption of AEIFRS.The accounting


policies applied to accounting for financial instruments in the

current financial year are detailed in notes 1(z)(iii). The

following accounting policies were applied to accounting for

financial instruments in the comparative financial year.

(i) Receivables:

Receivables were recognised and carried at cost, based on

the original invoice amount less a provision for any

uncollectible debts.

(ii) Payables:

Payables were recognised when the consolidated entity

became obliged to make future payments resulting from the

purchase of goods and services.

(iii) Borrowings:

All borrowings were valued at their current capital value.

Any finance lease liability was determined in accordance

with AAS17 Leases. Interest expense was recognised on an

accrual basis.

(z) Changes in Accounting Policy and Correction of Errors

(i) Private Sector Provided Infrastructure

The RTA has a number of contractual arrangements under

which the private sector has responsibility for supplying and

operating infrastructure that traditionally would have been

provided by the RTA.The RTA refers to these arrangements

as Private Sector Provided Infrastructure projects or PSPI’s.

Under the various PSPI’s the RTA has arranged for the private

sector to provide the infrastructure and associated services

for an agreed period known as the concession period.At the

end of concession period ownership of the asset is returned

to the RTA.This right to receive the infrastructure at the end

of the concession period is recognised as revenue and an

asset whose value emerges during the concession period.The

accumulated value of the right at the end of the concession

period equates to the written down replacement cost of the

infrastructure at that time.

Previously, the emerging value has been accounted for

during the concession period with reference to the

estimated written down value of the project indexed by the

NSW Road Cost Index and allocated proportionally by

comparing the time expired since the commencement date

of the project to the total concession period. NSW Treasury

Guideline and Policy Paper 06-08 ‘Accounting for Privately

Financed Projects’ requires the accounting method to be

changed to an annuity approach to more accurately reflect

the long life of these projects and the diminishing value of

money over this time.

Under an annuity approach, the ultimate value of the right

to receive the infrastructure asset is now treated as the

compound value of an annuity that accumulates as a series

of equal annual receipts together with a calculated notional

compound interest. The discount rate used has been the

NSW 10-year government bond at the commencement of

the concession period.

This change in accounting policy affects the following PSPI

projects:

M2

M4

M5

M7 Western Sydney Orbital

Eastern Distributor

Cross City Tunnel

The value of the Sydney Harbour Tunnel (SHT) has not

been affected by this change in accounting policy. It has

previously been determined that as the RTA ensures the

revenue stream to the operator of the SHT it has essentially

assumed the risks of ownership of the asset. Consequently

the RTA has recognised the full value of the SHT as an asset

with a corresponding liability in the balance sheet. The

movement in the indexed SHT asset value is taken to the

asset revaluation reserve.

(ii) Amortisation of Deferred Revenue on PSPI Projects

With respect to the M7, Cross City Tunnel and the Lane

Cove Tunnel, the RTA has received reimbursements of

certain development costs in the form of up-front cash

payments. Previously, these payments were treated as

revenue upon receipt. NSW Treasury Guideline and Policy

Paper 06-08 ‘Accounting for Privately Financed Projects’

now requires these payments to be accounted for as

deferred revenue with an annual amortisation amount

recognised as revenue over the life of the concession

period. (Refer to Note 12(b) for specific amounts).

(iii) Financial Instruments

Due to the first time adoption of AASB 139 Financial

Instruments: Recognition and Measurement, the following

financial instruments were revalued as 1 July 2005. (Refer to

Note 3(d) for specific amounts)

Sydney Harbour Tunnel Loan

M2 and M5 Promissory Notes


(iv) Prior Period Errors

An error in accounting for the land under some PSPI projects has resulted in an adjustment to the prior year financial statements. Certain

sections of road previously valued as roads in their own right are now accounted for as part of PSPI assets.These sections of road have

now been written down to nil with a consequent decrease in road valuation and asset revaluation reserve of $993 million (refer to note

11(c) for specific residual values). The write down in the value of the emerging interests in PSPI projects and decreases in PSPI revenue

as a result of accounting policy changes have also been accounted for in 2005. (Refer to note 12 (b) for specific restated values).

2 EXPENSES EXCLUDING LOSSES

The RTA capitalises a significant portion or expenditure, including employee related costs and depreciation to Infrastructure Systems.

(a) Employee Related Expenses

Employee related expenses comprise the following specific items:

Consolidated Parent

2006 2005 2006 2005

$000 $000 $000 $000

Salaries and Wages (including recreation leave) 472,696 451,226 336,710 451,226

Long Service Leave 37,305 37,697 26,573 37,697

Superannuation – defined benefit plan (141,756) 55,307 (100,975) 55,307

Workers Compensation Insurance 11,787 7,815 8,396 7,815

Payroll Tax and Fringe Benefits Tax 32,105 30,542 22,869 30,542

Personnel services – – 121,067 –

Other 8,701 2,289 6,198 2,289

420,838 584,876 420,838 584,876

Allocation of Employee Related Expenses to Programs

– Capitalised to Infrastructure 153,482 183,321 153,482 183,321

– Operating Programs (including maintenance) 267,356 401,555 267,356 401,555

420,838 584,876 420,838 584,876

(b) Other Operating Expenses

Consolidated Parent

2006 2005 2006 2005

$000 $000 $000 $000

Registry Customer Services* 129,450 105,942 129,450 105,942

Driver and Vehicle Management* 51,405 55,402 51,405 55,402

Road Safety* 58,919 81,077 58,919 81,077

Traffic and Transport* 75,428 97,873 75,428 97,873

Ensured Revenue Stream Payments 37,061 30,988 37,061 30,988

M4/M5 Cashback Scheme 81,800 78,317 81,800 78,317

Other 80,858 63,228 80,858 63,228

514,921 512,827 514,921 512,827

* These expense categories exclude employee related expenses and depreciation incurred in providing these services.


(i) Auditor’s Remuneration

During 2005–06 an expense of $0.556 million (2004–05 $0.526 million), excluding GST, was incurred for the audit of the financial

statements by the Audit Office of NSW.

(ii) Cost of sales

During 2005–06 the cost incurred in relation to the sales of goods was $20.680 million (2004–05 $19.677 million).

(iii) Bad and Doubtful debts

The bad and doubtful debts expense for 2005–06 was credited with $0.913 million (2004–05; an expense of $1.979 million).

(iv) Operating lease rental expense

Consolidated Parent

2006 2005 2006 2005

$000 $000 $000 $000

Property 24,418 22,954 24,418 22,954

IT Equipment 41,208 45,749 41,208 45,749

Light Motor Vehicles 27,206 28,005 27,206 28,005

Heavy Motor Vehicles 745 519 745 519

93,577 97,227 93,577 97,227

(v) Infrastructure Maintenance

Maintenance expenditure relates to the maintenance of roads, bridges and the traffic signal control network and includes employee

related costs. Major reconstruction of road segments are capitalised and as such not charged against maintenance expenditure.The

RTA capitalised $143.304 million of such works (2004–05 $87.400 million).

The RTA expended $42.339 million in 2005–06 (2004–05; $16.877 million) on natural disaster restoration works from State funds.

The total cost of natural disaster restoration work in 2005–06 was $42.339 million (2004–05; $19.961 million), which was included

as part of maintenance expenditure.

Consolidated Parent

2006 2005 2006 2005

$000 $000 $000 $000

Maintenance expense included on operating statement 571,557 592,369 571,557 592,369

Maintenance related employee expenses included in Note 2(a) 161,791 182,757 161,791 182,757

Total maintenance expenses included in Note 2(a) and 2(b) 733,348 775,126 733,348 775,126

(c) Depreciation and Amortisation

Consolidated Parent

2006 2005 2006 2005

$000 $000 $000 $000

Depreciation Raised against Operational and Property Assets 22,957 14,527 22,957 14,527

(excludes depreciation capitalised as Infrastructure)

Depreciation raised against Infrastructure 662,479 689,652 662,479 689,652

Amortisation of Intangible Assets 4,789 – 4,789 –

690,225 704,179 690,225 704,179

In addition, operational assets and intangible assets were written down by $5.931 million in 2005–06 (2004–05: $3.593 million).


(d) Grants and Subsidies

Consolidated Parent

2006 2005 2006 2005

$000 $000 $000 $000

Capital Grants – to Councils for Regional Roads 7,304 24,796 7,304 24,796

Grants Under Road Safety Program 10,091 10,360 10,091 10,360

Other 847 828 847 828

18,242 35,984 18,242 35,984

(e) Finance Costs

Consolidated Parent

2006 2005 2006 2005

$000 $000 $000 $000

Interest 55,959 58,908 55,959 58,908

Debt Guarantee 3,000 3,000 3,000 3,000

Amortisation of discount on borrowings with T-Corp 4,623 4,946 4,623 4,946

63,582 66,854 63,582 66,854

3 REVENUE

(a) Sale of Goods and Services

Consolidated Parent

2006 2005 2006 2005

$000 $000 $000 $000

Sale of Goods

– Number Plates 57,795 54,254 57,795 54,254

Rendering of Services

– Third Party Insurance Data Access Charges 12,533 11,730 12,533 11,730

– Toll Revenue (Sydney Harbour Bridge) adjusted 76,746 74,786 76,746 74,786

– Heavy Vehicle Permit Fees 1,049 928 1,049 928

– Sanction Fees Payable under the Fines Act 7,303 8,306 7,303 8,306

– Rental Income 19,472 20,647 19,472 20,647

– Minor Sales of Goods and Services 99,411 78,886 99,411 78,886

274,309 249,537 274,309 249,537

(b) Investment income

Consolidated Parent

2006 2005 2006 2005

$000 $000 $000 $000

Interest 2,508 8,123 2,508 8,123


(c) Grants and Contributions

Consolidated Parent

2006 2005 2006 2005

$000 $000 $000 $000

NSW Government Agencies

– Department of Transport 23,205 23,962 23,205 23,962

– Other 12,821 4,130 12,821 4,130

Local Government 6,068 4,660 6,068 4,660

Other Government Agencies 11,893 10,225 11,893 10,225

Private Firms and Individuals 7,285 7,808 7,285 7,808

61,272 50,785 61,272 50,785

(d) Other Revenue

Consolidated Parent

2006 2005 2006 2005

$000 $000 $000 $000

Amortisation of Deferred Revenue on PSPI projects (note 1(z)) 5,321 – 5,321 –

Value of Emerging Interest of Private Sector Provided Infrastructure

– M2 (Refer Note 12(b)) 3,700 3,437 3,700 3,437

– M4 (Refer Note 12(b)) 17,949 16,431 17,949 16,431

– M5 (Refer Note 12(b)) 10,120 9,329 10,120 9,329

– Eastern Distributor (Refer Note 12 (b)) 3,037 2,830 3,037 2,830

– Cross City Tunnel (Refer Note 12 (b)) 8,146 – 8,146 –

– Western Sydney Orbital M7 (Refer Note 12 (b)) 11,060 – 11,060 –

– Loan to Sydney Harbour Tunnel Company (i)

Adjustment to Opening Balance 23,945 – 23,945 –

Other Revenue (19,163) 23,043 (19,163) 23,043

M2 and Eastern Distributor Promissory Notes (i)

Adjustment to Opening Balance (5,045) (5,045)

Other Revenue 6,659 446 6,659 446

Diesel Fuel Grant 48 230 48 230

65,777 55,746 65,777 55,746

(i) Due to the first time adoption of AASB 139 Financial Instruments: Recognition and Measurement these financial instruments were

revalued as at 1 July 2005 based on the standard.This resulted in an adjustment to accumulated funds as reflected in Note 19. Other

revenue recognised relates to the movement in the net present value of the financial instrument during the current year.


4 GAINS/(LOSSES) ON DISPOSAL

(a) Gain/(Loss) on Disposal

Consolidated Parent

2006 2005 2006 2005

$000 $000 $000 $000

Gain on Sale of Property, Plant and Equipment

– Proceeds from Sale 41,188 59,269 41,188 59,269

– Written Down Value of Assets Sold (23,927) (41,912) (23,927) (41,912)

Net Gain on Sale of Non-Current Assets 17,261 17,357 17,261 17,357

(b) Other Gains/(Losses)

Consolidated Parent

2006 2005 2006 2005

$000 $000 $000 $000

Future Value Gain on Derivatives 140 – 140 –

Written Down Value of Infrastructure Assets Written Off (76,884) (53,506) (76,884) (53,506)

Total Other Gains/(Losses) (76,744) (53,506) (76,744) (53,506)

5 CONDITIONS ON CONTRIBUTIONS

Contributions received during 2005–06 were recognised as revenue during the financial year and were expended in that period with

no balance of those funds available at 30 June 2006.

6 APPROPRIATIONS

Consolidated Parent

2006 2005 2006 2005

$000 $000 $000 $000

Recurrent AppropriationTotal recurrent drawdowns from Treasury 1,503,856 1,398,816 1,503,856 1,398,816

(per Summary of Compliance)

Less: Liability to Consolidated Fund (28,050) – (28,050) –


1,475,806 1,398,816 1,475,806 1,398,816

Capital AppropriationTotal capital drawdowns from Treasury 1,037,323 1,093,685 1,037,323 1,093,685


Less: Liability to Consolidated Fund – – – –


1,037,323 1,093,685 1,037,323 1,093,685


7 INDIVIDUALLY SIGNIFICANT ITEMS

(a) Superannuation Expense

Consolidated Parent

2006 2005 2006 2005

$000 $000 $000 $000

(Decrease)/Increase in Superannuation Expense due to

Tax, Actuarial and Interest Adjustments (170,799) (28,365) (121,665) (28,365)

(b) Write-Down of Infrastructure Assets

Consolidated Parent

2006 2005 2006 2005

$000 $000 $000 $000

Infrastructure Assets Written Down 76,884 53,506 76,884 53,506

The following infrastructure assets were deleted during 2005–06 (see note 11(c)).

Replacement Accumulated WDRC

Costs Depreciation

$000 $000 $000

Roads 95,767 35,002 60,765

Bridges 25,189 9,644 15,545

Traffic Signals Network 751 178 573

Traffic Control Network 1,423 1,422 1

123,130 46,246 76,884

8 PROGRAMS/ACTIVITIES OF THE AGENCY

(a) Road Network Infrastructure

Network Development

Description: Planning, designing, scheduling and organising the development of road and bridge works.

Objectives: To develop the State’s road network focusing on strategic routes to promote economic growth, improve road

safety, encourage greater use of public transport and meet environmental targets.

Maintenance

Description: Manage the primary arterial road network infrastructure as a long-term renewable asset through a program of

maintenance and reconstruction works. Provide financial assistance grants to local government to assist councils

manage their secondary arterial road network. Manage the provision of disaster repairs for public roads.

Objective: To maintain the RTA’s roads and bridges to ensure reliability, safety and retained value. Support councils’

management of their secondary arterial road network.


(b) Road Safety, Licensing and Vehicle Management

Description: Implementing initiatives to increase safe road use behaviour, ensure that drivers and cyclists are eligible and

competent, ensure that vehicles meet roadworthiness and emission standards, and ensure that a high standard of

customer service is maintained.

Objective: To reduce the trauma and cost to the community of road deaths and injuries. To reduce adverse impacts of

vehicles on roads and the environment. To ensure compliance with driver licensing and vehicle registration

requirements.

(c) Traffic and Transport

Description: Improving road network performance through traffic control systems, managing incidents and route management

strategies. Providing priority access for buses, improving facilities for cyclists and pedestrians and maintaining traffic

facility assets.

Objective: To maximise the efficiency of moving people and goods by better managing the road network and encouraging

the use of alternatives to the motor car.

(d) M4 / M5 Cashback Scheme

Description: Reimbursing motorists directly for the toll component paid using electronic toll tags on the M4 and M5

Motorways when driving NSW privately registered cars and motorcycles.

Objective: To reimburse tolls to motorists driving NSW privately registered vehicles on the M4 and M5 Motorways.

9 CURRENT ASSETS–CASH AND CASH EQUIVALENTS

Consolidated Parent

2006 2005 2006 2005

$000 $000 $000 $000

RTA Operating Account 27,062 62,844 27,062 62,844

Trust Funds 33,043 26,296 33,043 26,296

Remitting Account, Cash in Transit and Cash on Hand 29,150 27,235 29,150 27,235

Tcorp–Hour Glass Cash Facility 48,735 1,320 48,735 1,320

On Call Deposits 2,658 66,974 2,658 66,974

Other 327 595 327 595

140,975 185,264 140,975 185,264

For the purposes of the Cash Flow Statement, cash and cash equivalents include all the above categories of cash and cash equivalents.

Cash and cash equivalent assets recognised in the Balance Sheet are reconciled at the end of the financial year to the Cash Flow

Statement as follows:

Cash and cash equivalents (per Balance Sheet) 140,975 185,264 140,975 185,264

Closing cash and cash equivalents (per Cash Flow Statement) 140,975 185,264 140,975 185,264


10 CURRENT ASSETS / NON-CURRENT ASSETS–RECEIVABLES

(a) Current

Consolidated Parent

2006 2005 2006 2005

$000 $000 $000 $000

Sale of Goods and Services (i) 31,149 26,779 31,149 26,779

Goods and Services Tax–Claimable from the Commonwealth 19,422 25,876 19,422 25,876

Other (including cost recoveries relating to motor vehicle accident

damage to RTA property and road clearing) 2,048 1,738 2,048 1,738

52,619 54,393 52,619 54,393

Less: Allowance for impairment (2,439) (3,352) (2,439) (3,352)

50,180 51,041 50,180 51,041

Unissued debtors 34,411 33,690 34,411 33,690

Dishonoured credit cards 394 264 394 264

84,985 84,995 84,985 84,995

Accrued Income

– Interest 698 591 698 591

– Property Sales 17,417 45,596 17,417 45,596

– Other 2,339 2,074 2,339 2,074

Total Current 105,439 133,256 105,439 133,256

The allowances for impairment primarily relate to amounts owing as a result of commercial transactions (eg debts raised for performance

of services or goods) and tenants who vacate premises without notice whilst in arrears.

(i) The average credit period on sales of goods is 38 days. No interest is charged on the trade receivables. An allowance has been made

for estimated recoverable amounts from the sale of goods, determined by reference to past default experience.The movement in the

allowance of $0.913 million was recognised in the profit or loss for the current financial year.

(b) Other Financial Assets

Consolidated Parent

Non-Current Financial Assets (at amortised cost) 2006 2005 2006 2005

$000 $000 $000 $000

Loan to Sydney Harbour Tunnel Company 75,160 94,323 75,160 94,323

Promissory Notes 8,641 1,982 8,641 1,982

83,801 96,305 83,801 96,305

Repayment of the interest free $222.6 million Net Bridge Revenue Loan by the Sydney Harbour Tunnel Company is due on

31 December 2022.The Loan has been assessed as recoverable as at 30 June 2006 and the receivable is valued using the effective interest

method (refer Note 1(z)).

The loan is considered to be part of the RTA’s interest in the Tunnel and, as at 30 June 2006, has been assessed at $75.161 million

(30 June 2005; $94.323 million).


Promissory Notes relate to amounts receivable under the Private Sector Road Toll agreement in respect of the M2 Motorway and the

Eastern Distributor.The promissory notes are redeemable at the earlier of the achievement of certain Internal Rate of Return (IRR) or

the end of the respective concession period.The redeemables are valued using the effective interest rate method (refer Note 12(b)).

11 NON-CURRENT ASSETS – PROPERTY, PLANT AND EQUIPMENT

Land and Plant and Infrastructure

Consolidated and Parent Buildings Equipment Systems Total

$000 $000 $000 $000

As at 1 July 2005Gross Carrying Amount 3,397,844 212,388 81,764,488 85,374,720

Accumulated Depreciation (14,666) (109,736) (13,450,479) (13,574,881)

Net Carrying Amount at Fair Value 3,383,178 102,652 68,314,009 71,799,839

As at 30 June 2006Gross Carrying Amount 2,865,751 214,041 81,886,691 84,966,483

Accumulated Depreciation (20,680) (113,280) (14,051,199) (14,185,159)

Net Carrying Amount at Fair Value 2,845,071 100,761 67,835,492 70,781,324

A reconciliation of the carrying amount of each class or property, plant and equipment at the beginning and end of the current reporting

period is set out below.


(a) Land and Buildings – Consolidated and Parent

Land and

Buildings

Works Acquired

Administration Properties for Future Leasehold

and Officers Residences Roadworks Improvements Total

Land Buildings

$000 $000 $000 $000 $000

Balance 1 July 2005 75,938 130,158 3,175,684 16,064 3,397,844

Additions 14 585 76,040 2,771 79,410

Disposals – (1,867) (20,523) (1,619) (24,009)

Reclassifications (1,710) (1,635) 1,976 1,369 –

Adjustments/WIP – 20 – – 20

Transfer to Infrastructure – – (203,227) – (203,227)

Transfers to assets held for sale (918) – – – (918)

Revaluation on Transfers – – 72,918 – 72,918

Revaluations 1 (3,192) (453,096) – (456,287)

Balance 30 June 2006 73,325 124,069 2,649,772 18,585 2,865,751

Accumulated Depreciation

Balance 1 July 2005 – 6,651 – 8,015 14,666

Depreciation expense – 4,265 – 3,707 7,972

Write Back on Disposal – (339) – (1,619) (1,958)

Balance 30 June 2006 – 10,577 – 10,103 20,680

Written Down Value

As at 30 June 2006 73,325 113,492 2,649,772 8,482 2,845,071

As at 1 July 2005 75,938 123,507 3,175,684 8,049 3,383,178

Land and buildings for future roadworks comprise untenanted land for road works (average rateable value $1,600 million) surplus

properties (market value – $636 million) and rentable properties (market value – $414 million).


(b) Plant and Equipment – Consolidated and Parent

Plant Computer Electronic

Equipment and Hardware and Office

Motor Vehicles Software Equipment Total

$000 $000 $000 $000

Balance 1 July 2005 188,946 18,436 5,006 212,388

Additions 16,474 3,422 550 20,446

Disposals (13,822) (4,550) (322) (18,694)

Transfer to Plant and equipment held for sale (99) – – (99)

Balance 30 June 2006 191,499 17,308 5,234 214,041

Accumulated Depreciation

Balance 1 July 2005 99,593 6,291 3,852 109,736

Depreciation expense 10,537 3,728 720 14,985

Write Back on Disposal (10,288) (990) (163) (11,441)

Balance 30 June 2006 99,842 9,029 4,409 113,280

Written Down Value

As at 30 June 2006 91,657 8,279 825 100,761

As at 1 July 2005 89,353 12,145 1,154 102,652


(c) Infrastructure Systems

Infrastructure systems are valued as follows

Consolidated Parent

2006 2005 2006 2005

$000 $000 $000 $000

Roads – Written Down Replacement Cost

Opening Balance – Replacement Cost 36,244,068 36,168,855 36,244,068 36,168,855

Correction of Error (note 1(z)(iv)) – (1,267,054) – (1,267,054)

Restated Opening Balance 36,244,068 34,901,801 36,244,068 34,901,801

Additions at cost 386,713 497,606 386,713 497,606

Deletions (95,767) (74,297) (95,767) (74,297)

RCI and other adjustments 1,525,315 918,958 1,525,315 918,958

38,060,329 36,244,068 38,060,329 36,244,068

Less: Accumulated Depreciation

Opening Balance (note 1(z)(iv)) 11,680,585 11,399,831 11,680,585 11,399,831

Correction of Error – (273,872) – (273,872)

Restated Opening Balance 11,680,585 11,125,959 11,680,585 11,125,959

Write Back on Deletions (35,002) (42,496) (35,002) (42,496)

Current Year Expense 587,307 597,122 587,307 597,122

Other Adjustments (15,513) – (15,513) –

12,217,377 11,680,585 12,217,377 11,680,585

Roads – Written Down Value 25,842,952 24,563,483 25,842,952 24,563,483

Land Under Roads and Within Road Reserves

Opening Balance 36,289,193 34,354,414 36,289,193 34,354,414

Transfer in from ‘Land and Buildings acquired for Future Roadworks’ 203,227 195,740 203,227 195,740

Revaluation (3,074,005) 1,739,039 (3,074,005) 1,739,039

Total Land under Roads and Within Road Reserves 33,418,415 36,289,193 33,418,415 36,289,193


Consolidated Parent

2006 2005 2006 2005

$000 $000 $000 $000

Bridges – Written Down Replacement CostOpening Balance – Replacement Cost 7,759,881 7,063,284 7,759,881 7,063,284

New Bridges at cost 298,776 336,560 298,776 336,560

RCI and other adjustments 245,654 410,925 245,654 410,925

Deletions (25,189) (50,888) (25,189) (50,888)

Closing Balance 8,279,122 7,759,881 8,279,122 7,759,881


Opening Balance 1,656,013 1,606,696 1,656,013 1,606,696


Write Back on Deletions (9,644) (29,876) (9,644) (29,876)

1,702,622 1,656,013 1,702,622 1,656,013

Bridges – Written Down Value 6,576,500 6,103,868 6,576,500 6,103,868

New bridges at cost includes bridges constructed during the year and existing bridges (not previously brought to account) identified by

a timber Bridge Survey undertaken during the year.

Traffic Signals Network – Written Down Replacement Cost

Opening Balance – Replacement Cost 282,872 269,319 282,872 269,319

New Traffic Signals at cost 6,600 8,519 6,600 8,519

Deletions (751) (443) (751) (443)

RCI and other adjustments 26,446 5,477 26,446 5,477

Closing Balance 315,167 282,872 315,167 282,872


Opening Balance 88,268 75,029 88,268 75,029


Write Back on Deletions (178) (143) (178) (143)

102,611 88,268 102,611 88,268

Traffic Signals Network – Written Down Value 212,556 194,604 212,556 194,604


Consolidated Parent

2006 2005 2006 2005

$000 $000 $000 $000

Traffic Control Network – Written Down Historic Cost

Opening Balance – Replacement Cost 57,476 47,999 57,476 47,999

Additions at unit replacement rates 3,302 10,070 3,302 10,070

Deletions (1,423) (593) (1,423) (593)

Other adjustments 262 – 262 –

59,617 57,476 59,617 57,476


Opening Balance 25,613 18,544 25,613 18,544


Write Back on Deletions (1,422) (200) (1,422) (200)

28,589 25,613 28,589 25,613

Work-in-Progress 4,067 4,399 4,067 4,399

Traffic Control Network – Written Down Value 35,095 36,262 35,095 36,262

Major Works in Progress

Opening Balance 1,126,599 961,025 1,126,599 961,025

Additions at cost 1,145,492 933,874 1,145,492 933,874

Transfers out on completion (522,117) (768,300) (522,117) (768,300)

Major Works in Progress 1,749,974 1,126,599 1,749,974 1,126,599

Total Infrastructure Systems 67,835,492 68,314,009 67,835,492 68,314,009

The network was improved during the year with a number of major projects being opened to traffic.These included the Sea Cliff Bridge

on Lawrence Hargrave Drive, the North Kiama Bypass, the railway crossing at Gerogery and a new bridge over the Murray River at

Euston.

The depreciation expense in respect of roads $587.307 million (2004–05: $597.122 million) reflects the loss of service potential based

on straight-line depreciation methodology.

Traffic signals and all bridges were subject to a full revaluation in 2002–03. Roads were revalued in 2003–04.


(d) Cultural Collection Assets

At 30 June 2006, no Cultural Collection Assets, including original art works, have been brought to account during the current year

(2004–05; $nil million).

Other Cultural Collection items, including prints, drawings and artefacts, were also identified as being under the control of the RTA, but

could not be reliably valued.

12 CURRENT/NON-CURRENT ASSETS – INTANGIBLE ASSETS AND OTHER

(a) Current

These comprise:

Consolidated Parent

2006 2005 2006 2005

$000 $000 $000 $000

Prepayments 5,703 6,273 5,703 6,273


(b) Non-current

The RTA’s Other Non Current Assets are represented by Private Sector Provided Infrastructure:

Consolidated Parent

2006 2005 2006 2005

$000 $000 $000 $000

Sydney Harbour TunnelCarrying amount at start of year 605,385 589,174 605,385 589,174

Revaluation 21,803 16,211 21,803 16,211

Less: Calculation adjustment from previous year – – – –

Carrying amount at end of year 627,188 605,385 627,188 605,385

M2 MotorwayCarrying amount at start of year 21,526 61,384 21,526 61,384

Decrease – accounting policy change * – (43,295) – (43,295)

Annual Increment – Emerging Right to Receive 3,700 3,437 3,700 3,437



Increase – accounting policy change * – 4,514 – 4,514







Eastern DistributorCarrying amount at start of year 14,334 38,912 14,334 38,912




Cross City TunnelCarrying amount at start of year – – – –

Annual Increment – Emerging Right to Receive 8,146 – 8,146 –

Carrying amount at end of year 8,146 – 8,146 –

Western Sydney Orbital (M7)Carrying amount at start of year – – – –

Annual Increment – Emerging Right to Receive 11,060 – 11,060 –

Carrying amount at end of year 11,060 – 11,060 –

903,350 827,535 903,350 827,535

* The change in accounting policy (Note 1(z)(i)) with respect to the valuation of the emerging interests in certain PSPI projects has

resulted in an aggregate write down of $115.181 million in 2005 now with an associated reduction in revenue recognised in that year

of $15.070 million.


Sydney Harbour Tunnel

The RTA’s interest in the Sydney Harbour Tunnel has been

valued based on the RTA’s right to the time share of its

ownership, total service potential and remaining useful life at

the date of its transfer to the RTA in 2022. At the date of this

transfer, the value will equate to the current written down

replacement cost of the Tunnel. The cost of constructing the

Tunnel was $683.300 million. The current written down

replacement cost of the Tunnel is $627.186 million (2004–05;

$605.385 million).

In separately classifying the Sydney Harbour Tunnel as an

infrastructure asset, the RTA recognises that the contractual

arrangements relating to the Tunnel are unique.

The construction of the Tunnel was financed by 30 year

inflation linked bonds issued by the Sydney Harbour Tunnel

Company to the private sector in the amount of $486.700

million, Sydney Harbour Tunnel Company shareholders’ loans

(repaid in 1992) of $40 million, and an interest free,

subordinated loan (the Net Bridge Revenue Loan) provided by

the RTA of $222.600 million, based on the projected net toll

revenue from the Sydney Harbour Bridge during the

construction period. Under the Ensured Revenue Stream

Agreement (ERS), the Government has agreed to make ERS

payments (net of tolls collected from the Tunnel) to enable the

SHTC to meet financial obligations arising from the operation

and maintenance of the Tunnel and repayment of principal and

interest on funds borrowed by it for the design, construction

and operation of the Tunnel.

During the year ended 30 June 2006, tolls collected from the

Tunnel amounted to $44.060 million (2004–05; $46.009

million).These tolls were applied to the financial obligations of

the Tunnel and resulted in a reduction in ERS payments from

$87.455 million to $43.395 million (2004–05; $88.786 million

to $42.777 million).

From 1993 the RTA listed a possible tax liability as a contingent

liability in the annual accounts until the liability crystallised

during the 2002–03 financial year. Following negotiations

between interested parties including the Australian Tax Office,

a settlement agreement was entered into between the RTA,

the State Government, the Sydney Harbour Tunnel Company

Limited and Tunnel Holdings Pty Limited. The past and future

tax liabilities are disclosed at net present value in Note 18.

The RTA however now revalues the Tunnel each year. Based on

movements in the Road Cost Index during the 2005–06

reporting period, the RTA’s interest in the Tunnel was $627.188

million as at 30 June 2006, which equated to an increase in the

value of the Tunnel during 2005–06 of $21.803 million

(2004–05; $16.211 million).

M2 Motorway

To facilitate the financing, design and construction of the

Motorway, the RTA leased land detailed in the M2 Motorway

Project Deed for the term of the Agreement.

Until the project realises a real after tax internal rate of return

of 12.25 percent per annum, the rent is payable, at the Lessee’s

discretion, in cash or by promissory note. On achievement of

the required rate, the rent is payable in cash. Under the terms

of the lease, the RTA must not present any of the promissory

notes for payment until the earlier of the end of the term of

Agreement or the achievement of the required rate of return.

Payments for the rents for the Trust Lease and the Trust

Concurrent Lease for the year ended 30 June 2006 have been

made by promissory notes in the value of $7.071 million and

$1.768 million respectively. The RTA, as at 30 June 2006, has

received promissory notes for rent on the above leases

totalling $78.071 million.The term of the Agreement ends on

the forty fifth anniversary of the M2 commencement date (ie

26 May 2042), subject to the provisions of the M2 Motorway

Project Deed.The net present value of these promissory notes,

as at 30 June 2006, is $3.524 million.

The RTA has, from the date of completion of the M2

Motorway on 26 May 1997, valued the asset by reference to

the RTA’s emerging share of the written down replacement

cost of the asset at date of handback over the concession

period calculated using the effective interest rate method (refer

Note 1(f)(v)).

Under the terms of the Project Deed, ownership of the M2

Motorway will revert to the RTA on the earlier of the

achievement of specified financial returns outlined in the Deed

or 45 years from the M2 commencement date of 26 May

1997. The conservative period of 45 years has been used to

calculate the RTA’s emerging share of the asset.

M4 and M5 Motorways

The RTA has valued the infrastructure assets in respect of the

M4 and M5 Motorways by reference to the RTA’s emerging

share of the written down replacement cost of each asset

apportioned over the period of the respective concession

agreement calculated using the effective interest rate method

(refer Note 1(f)(v)).

Ownership of the M4 Motorway and M5 Motorway will revert

to the RTA in 2010 and 2023 respectively.The initial concession

period for the M5 Motorway was for the period 14 August


1992 to 14 August 2022. In consideration for Interlink Roads

undertaking construction of an interchange at Moorebank (M5

Improvements), the initial concession period was extended by

1.11 years to 23 September 2023.

The M5 Motorway Call Option Deed provides that if, after at

least 25 years from the M5 Western Link commencement date

of 26 June 1994, the RTA determines that the expected

financial return has been achieved, the RTA has the right to

purchase either the business from ILR or the shares in ILR from

Infrastructure Trust of AustralAsia Ltd (ITA) and the

Commonwealth Bank of Australia (CBA). The exercise price

under the M5 Call Option Deed will be based on open market

valuation of the business or shares.

Eastern Distributor

An agreement was signed with Airport Motorway Limited

(AML) in August 1997 to finance, design, construct, operate,

maintain and repair the Eastern Distributor which was opened

to traffic on 18 December 1999.

In consideration of the RTA granting to AML the right to levy

and retain tolls on the Eastern Distributor, AML is required to

pay concession fees in accordance with the Agreement. From

the date of Financial Close, which occurred on 18 August 1997,

AML has paid $135 million by way of promissory notes (being

$15 million on Financial Close and $15 million on each

anniversary of Financial Close). A further $2.2 million was

received in cash six months after Financial Close and $8 million

in cash on the third anniversary of Financial Close. Under the

Agreement, the promissory notes show a payment date

(subject to provisions in the Project Deed) of 31 December

2042 and, as at 30 June 2006, the promissory notes have a net

present value of $5.117 million.

Under the terms of the Project Deed, ownership of the

Eastern Distributor will revert to the RTA on the earlier of the

achievement of specified financial returns outlined in the Deed

or 48 years from the Eastern Distributor Commencement

Date of 18 December 1999. The conservative period of 48

years has been used to calculate the RTA’s emerging share of

the asset.

Cross City Tunnel

An agreement was signed with the Cross City Motorway

(CCM) in December 2005 to design, construct, operate and

maintain the Cross City Tunnel. Major construction started on

28 January 2003. The Cross City Tunnel was completed and

open to traffic on 28 August 2005.

The construction cost was $642 million with the cost being

met by the private sector. Under the terms of the agreement,

CCM will operate the motorway for a total of 30 years and

two months from the opening of the Tunnel to traffic, after

which the motorway will be transferred back to the

Government.

The RTA values the asset by reference to the RTA’s emerging

share of the written down replacement cost of the asset over

the period of the concession period calculated using the

effective interest rate method (refer Note 1(f)(v)).

Reimbursement of certain development costs were received

by the RTA from the operator in the form of an upfront cash

payment.The amount of this payment was $96.860 million.


An agreement was signed with the Westlink consortium in

February 2003 to design, construct, operate and maintain the

Westlink M7 Motorway. Major construction started on 7 July

2003 and the completed motorway was opened to traffic on

16 December 2005.

The construction cost was $1.54 billion. The Australian

Government contributed $356 million towards the cost of the

project with the remainder of the cost being met by the private

sector. The RTA had responsibility under the contract for the

provision of access to property required for the project. Under

the terms of the agreement, the Westlink Consortium will

operate the motorway for a total of 31 years to February

2037, after which the motorway will be transferred back to the

Government.

The RTA values the asset by reference to the RTA’s emerging

share of the written down replacement cost of the asset over

the period of the concession period calculated using the

effective interest rate method (refer Note 1(f)(v)).




Lane Cove Tunnel

An agreement was signed with the Lane Cove Tunnel

Company in December 2003 to finance, design, construct,

operate and maintain the Lane Cove Tunnel Project. Major

construction started on 24 June, 2004 with an anticipated

motorway opening date of May 2007.

The anticipated construction cost is $1.1 billion, with the cost

being met by the private sector.The RTA is responsible under

the contract for the provision of access to property required

for the project, which has been identified by the Project Deed.

Under the terms of the agreement, Lane Cove Tunnel

FINANCIAL STATEMENTS


Company will design and construct the motorway and then

operate the motorway for the remainder of the term of 33

years and one month.The term commenced on the date the

agreement with LCTC became effective, and will end on 10

January 2037 after which the motorway will be transferred

back to the Government.

On completion of the Lane Cove Tunnel, the RTA will value the

asset by reference to the RTA’s emerging share of the written

down replacement cost of the asset over the period of the

concession period calculated using the effective interest rate

method (refer Note 1(f)(v)).




(c) Other Intangible Assets – Consolidated and Parent

Software

$000

Balance 1 July 2005 85,060

Additions 3,950

Disposals (229)

Balance 30 June 2006 88,781

Accumulated Amortisation

Balance 1 July 2005 55,879

Amortisation expense 4,789

Write Back on Disposal (216)

Balance 30 June 2006 60,452

Written Down Value

As at 30 June 2006 28,329

As at 1 July 2005 29,181


13 NON-CURRENT ASSETS HELD FOR SALE

Consolidated Parent

2006 2005 2006 2005

$000 $000 $000 $000

Assets held for sale

Land and buildings (i) 37,743 36,825 37,743 36,825

Plant and equipment 539 440 539 440

38,282 37,265 38,282 37,265

(i) The RTA has an annual sales program for the sale of surplus properties.These are placed on the market through the year. No

impairment loss was recognised on reclassification of the land as held for sale as at the reporting date.

14 CURRENT LIABILITIES – PAYABLES

Consolidated Parent

2006 2005 2006 2005

$000 $000 $000 $000

Trade creditors (i) 127,083 104,878 127,083 104,878

Creditors arising from compulsory acquisitions 35,159 46,640 35,159 46,640

Personnel Services – – 4,562 –

Accrued expenses

– Salaries,Wages and Oncosts 4,562 2,963 – 2,963

– Works contract expenditure 149,360 141,665 149,360 141,665

– Work carried out by councils 43,449 48,201 43,449 48,201

– Interest 12,452 12,385 12,452 12,385

– Other (including non works contracts) 91,463 89,212 91,463 89,212

Other 1,788 716 1,788 716

465,316 446,660 465,316 446,660

(i) The average credit period on purchases of goods is 30 days.The RTA has financial risk management policies in place to ensure that

all payables are paid within the credit timeframe.


15 CURRENT/NON-CURRENT LIABILITIES – BORROWINGS

Consolidated Parent

2006 2005 2006 2005

At Amortised Cost $000 $000 $000 $000

CurrentT-Corp Borrowings 145,590 160,338 145,590 160,338

Treasury advances repayable 362 49 362 49

Other 21 199 21 199

145,973 160,586 145,973 160,586

Non-CurrentT-Corp Borrowings 675,098 658,941 675,098 658,941

Treasury advances repayable 9,276 1,451 9,276 1,451

Other 1,436 1,408 1,436 1,408

685,810 661,800 685,810 661,800

Repayment of Borrowings are due as follows:

Consolidated Parent

2006 2005 2006 2005

$000 $000 $000 $000

T-CorpWithin 1 year 145,590 160,338 145,590 160,338

Between 1 and 2 years 191,431 191,945 191,431 191,945

Between 2 and 5 years 161,642 162,246 161,642 162,246

After 5 years 322,025 304,750 322,025 304,750

820,688 819,279 820,688 819,279

The weighted average interest rate on NSW Treasury Corporation (T-Corp) loan portfolio as at 30 June 2006 is 6.55% (30 June 2005;

6.68%).

Consolidated Parent

2006 2005 2006 2005

$000 $000 $000 $000

Other Loan BorrowingsRepayable within 1 year 21 199 21 199

Between a and 5 years 719 179 719 179

After 5 years 717 1,229 717 1,229

1,457 1,607 1,457 1,607


Consolidated Parent

2006 2005 2006 2005

$000 $000 $000 $000

Treasury AdvancesRepayable within 1 year 362 49 362 49

Between 1 and 5 years 3,960 610 3,960 610

After 5 years 5,316 841 5,316 841

9,638 1,500 9,638 1,500

Come and Go Facility

The Come and Go Facility valued at $100 million has current approval to 30 June 2007 for cash management purposes.This year the

facility was used regularly to fund shortfalls incurring a total interest charge of $2.500 million (2004–05; $0.004 million).

Consolidated Parent

2006 2005 2006 2005

Financing arrangements $000 $000 $000 $000

Unrestricted access was available at the balance sheet

date to the Come and Go facility

Total facility 100,000 100,000 100,000 100,000

Used at balance sheet date – – – –

Unused at balance sheet date 100,000 100,000 100,000 100,000

16 FINANCIAL INSTRUMENTS

(a) Interest Rate Risk

The RTA is exposed to interest rate risk as it borrows at fixed and floating interest rates.The risk is managed by entering into forward

interest rate contracts.The RTA’s exposure to interest rate risks and the effective interest of financial assets and liabilities at the balance

sheet date are as follows:


Financial Instrument Floating Interest Rate Fixed Interest Rate

1 Year or Less Over 1 to 5 years

2006 2005 2006 2005 2006 2005

$0 $0 $0 $0 $0 $0Financial Assets

Cash and Cash Equivalents

Cash 56,211 75,023 – – – –

Treasury Corp Hourglass 62,409 17,747 – – – –

On-call deposits 22,355 23,439 – 54,000 – –

Loans and Receivables

Receivables: Sales

GST

Other (cost recoveries)

Unissued debtors

Accrued Income Property Sales

Other Accrued Income

Loan to Sydney Harbour Tunnel

Promissory Notes (M2 and ED)

Total – Financial Assets 140,975 116,209 – 54,000 – –

Financial Liabilities

Borrowings:

Treasury Corp 149,893 – – 160,337 353,073 354,191

Treasury Advance Repayable 9,638 1,500 – – – –

Other – – – 249 362 2,158

Payables

Trade payables

Other current payables

Accrued expenses

Other payables

Statutory creditors

Principal outstanding on bonds

issued to private sector

Sydney Harbour Tunnel Tax Liability

Holding Accounts

Contract Security Deposits

Derivative held for trading

Total – Financial Liabilities 159,531 1,500 – 160,586 353,435 356,349

(a) Interest Rate Risk


Non Interest Bearing Total Carrying Amount Weighted Average as per Balance Sheet Effective Interest Rate

More than 5 Years

2006 2005 2006 2005 2006 2006 2006 2005

$0 $0 $0 $0 $0 $0

– –

– – – 15,055 56,211 90,078

– – – – 62,409 17,747 5.70% 5.60%

– – – – 22,355 77,439 5.74% 5.66%

– –

31,149 26,779 31,149 26,779

19,422 25,876 19,422 25,876

2,048 1,738 2,048 1,738

34,411 33,690 34,411 33,690

17,417 45,596 17,417 45,596

3,036 2,665 3,036 2,665

75,160 94,323 75,160 94,323

8,641 1,982 8,641 1,982

– – 191,284 247,704 332,259 417,913

317,722 304,751 – – 820,688 819,279 6.55% 6.68%

– – – – 9,638 1,500

1,095 700 – – 1,457 3,107 6.63% 5.76%

127,083 104,878 127,083 104,878

35,159 46,640 35,159 46,640

301,286 294,426 301,286 294,426

1,794 716 1,794 716

20,387 24,850 20,387 24,850

344,674 358,680 344,674 358,680

25,896 23,542 25,896 23,542

51,253 39,218 51,253 39,218

– 1,737 – 1,737

– 161 – 161

318,817 305,451 907,532 894,848 1,739,315 1,718,734


(b) Credit Risk

Credit Risk is the risk of financial loss arising from another party to a contract or financial obligation.The RTA’s maximum exposure to

credit rate risk is represented by the carrying amounts of the financial assets net of any provisions for doubtful debts included in the

Balance Sheet. The repayment of the Sydney Harbour Tunnel Loan ranks behind all creditors to be paid. Redemption of the M2 and

Eastern Distributor promissory notes is dependent upon counterparties generating sufficient cash flows to enable the face value to be

repaid.

Banks Governments Other Total

2006 2005 2006 2005 2006 2005 2006 2005

$000 $000 $000 $000 $000 $000 $000 $000

Financial Assets

Cash 56,211 75,023 – – 15,055 56,211 90,078

Receivables – – 19,422 25,876 88,061 110,468 107,483 136,344

Investments 84,764 94,590 – – – 596 84,764 95,186

Total – FinancialAssets 140,975 169,613 19,422 25,876 88,061 126,119 248,458 321,608

(c) Net Fair Values

The carrying value of debtors, investments, creditors and borrowings approximate net fair value.The future cash flows of the Sydney

Harbour Tunnel loan and M2 and Eastern Distributor promissory notes are discounted using standard valuation techniques at the

applicable yield having regard to the timing of the cash flows.

(d) Liquidity risk management

The RTA manages liquidity risk by maintaining adequate reserves, banking facilities and reserve borrowing facilities by continuously

monitoring forecast and actual cash flows and matching the maturity profiles of financial assets and liabilities.

(e) Interest rate swap contracts

The borrowings of the RTA are managed by the NSW Treasury Corporation (Tcorp) in accordance with a Memorandum of

Understanding.The interest rate risk relating to these borrowings is also managed by Tcorp and accordingly the RTA enters into interest

rate swaps.At 30 June 2006 it is obliged to receive interest at variable rates and to pay interest at fixed rates under these swap contracts.

The swap contracts are settled on a net basis and the net amount receivable or payable at the reporting date is included in other debtors

or creditors.

Swaps currently in place cover approximately 2.14% (2004–05; 2.00%) of the loan principal outstanding.The fixed interest rate is 6.30%

(2004–05; 6.30%).

At 30 June 2006, the notional principal amounts, fair value amounts and periods of expiry of the interest rate swap contracts are as

follows:

Notional Principal Amounts Fair Value

Consolidated Parent Consolidated Parent

2006 2005 2006 2005 2006 2005 2006 2005

$000 $000 $000 $000 $000 $000 $000 $000

Within 1 year 14,500 – 14,500 – 14,500 – 14,500 –

Between 1 and 2 years – 14,500 – 14,500 – 14,500 – 14,500

14,500 14,500 14,500 14,500 14,500 14,500 14,500 14,500


17 CURRENT/NON-CURRENT LIABILITIES – PROVISIONS

Consolidated Parent

2006 2005 2006 2005

$000 $000 $000 $000

Employee Benefits and related On-costsCurrent

Superannuation 20,108 19,464 – 19,464

Annual Leave (i) 43,596 41,836 – 41,836

Long Service Leave (ii) 189,035 183,747 – 183,747


252,739 245,047 252,739 245,047

Non-Current

Superannuation 197,326 386,224 – 386,224

Workers Compensation (liability under the former

Department of Motor Transport self-insured scheme) 542 587 – 587


197,868 386,811 197,868 386,811

Total Provisions 450,607 631,858 450,607 631,858

Aggregate Employee Benefits and related On-costs

Provisions – current 252,739 245,047 252,739 68,213

Provisions – non-current 197,868 386,811 197,868 563,645

Accrued salaries, wages and on-costs (Note 14) 4,562 2,963 4,562 2,963

455,169 634,821 455,169 634,821

(i) The value of annual leave expected to be taken within twelve months is $30.327 million and $13.269 million after twelve months.

(ii) The value of long service leave expected to be taken within twelve months is $6.542 million and $182.493 million after twelve months. The

RTA has not disclosed the unconditional long service leave liability separately as the amount was not available as at the date of this report.

Provision for Superannuation – Consolidated

For the first time, superannuation statements include both employer and employee superannuation assets and liabilities as prescribed by

AASB 119 Employee Benefits.

General description of the plan

The Pooled Fund holds in trust the investments of the closed NSW public sector superannuation schemes:

State Authorities Superannuation Scheme (SASS)

State Superannuation Scheme (SSS)

State Authorities Non-contributory Superannuation Scheme (SANCS).

These schemes are all defined benefit schemes – at least a component of the final benefit is derived from a multiple of member

salary and years of membership. All the schemes are closed to new members.

Actuarial gains and losses are recognised in profit or loss in the year they occur.


The following information has been prepared by the scheme actuary.

Reconciliation of the assets and liabilities recognised in the balance sheet

SASS SANCS SSS

Financial Year to Financial Year to Financial Year to

30 June 2006 30 June 2006 30 June 2006

A$000 A$000 A$000 Total

Present value of defined benefit obligations 471,698 70,059 750,583 1,292,340

Fair value of plan assets (370,708) (34,720) (669,479) (1,074,907)

100,990 35,339 81,104 217,433

Surplus in excess of recovery available from schemes – – – –

Unrecognised past service cost – – – –

Net (asset)/liability to be disclosed in balance sheet 100,990 35,339 81,104 217,433

SASS SANCS SSS


30 June 2005 30 June 2005 30 June 2005

A$000 A$000 A$000 Total


Fair value of plan assets (290,221) (53,818) (578,906) (922,945)

163,644 17,932 224,112 405,688




All fund assets are invested by STC at arm’s length through independent fund managers.


Movement in net liability/asset recognised in balance sheet

SASS SANCS SSS


30 June 2006 30 June 2006 30 June 2006

A$000 A$000 A$000 Total

Net (asset)/liability at start of year 163,644 17,932 224,112 405,688

Net expense recognised in the income statement (12,769) (4,666) (124,321) (141,756)

Contributions (49,885) 22,073 (18,687) (46,499)


SASS SANCS SSS


30 June 2005 30 June 2005 30 June 2005

A$000 A$000 A$000 Total


Net expense recognised in the income statement 38,308 5,736 70,960 115,004

Contributions (36,545) (5,087) (41,249) (82,881)


Total expense recognised in income statement

SASS SANCS SSS


30 June 2006 30 June 2006 30 June 2006

A$000 A$000 A$000 Total

Current service cost 12,813 4,059 7,859 24,731

Interest on obligation 26,334 3,552 43,881 73,767

Expected return on plan assets (21,524) (4,020) (43,912) (69,456)

Net actuarial losses (gains) recognised in year (30,392) (8,258) (132,149) (170,799)

Change in surplus in excess of recovery available from scheme – – – –

Past service cost – – – –

Losses (gains) on curtailments and settlements – – – –

Total included in ‘employee benefits expense’ (12,769) (4,667) (124,321) (141,757)


SASS SANCS SSS


30 June 2005 30 June 2005 30 June 2005

A$000 A$000 A$000 Total




Net actuarial losses (gains) recognised in year 18,060 1,521 57,359 76,940




Total included in “employee benefits expense” 38,309 5,736 70,960 115,005

Actual return on plan assets

SASS SANCS SSS


30 June 2006 30 June 2006 30 June 2006

A$000 A$000 A$000 Total

Actual return on plan assets 44,630 7,827 90,214 142,671

SASS SANCS SSS


30 June 2005 30 June 2005 30 June 2005

A$000 A$000 A$000 Total


Valuation method and principal actuarial assumptions at the reporting date

a) Valuation Method

The Projected Unit Credit (PUC) valuation method was used to determine the present value of the defined benefit obligations and the

related current service costs. This method sees each period of service as giving rise to an additional unit of benefit entitlement and

measures each unit separately to build up the final obligation.

b) Economic Assumptions

30 June 2006 30 June 2005

Discount rate at 30 June 5.9% pa –

Expected return on plan assets at 30 June 7.6% 7.0%

Expected salary increases 4.0% pa to 2008; 4.0%

3.5% pa thereafter

Expected rate of CPI increase 2.5% pa 2.5%


Arrangements for employer contributions for funding

The following is a summary of the 30 June 2006 financial position of the Fund calculated in accordance with AAS 25 – Financial Reporting

by Superannuation Plans.

SASS SANCS SSS


30 June 2006 30 June 2006 30 June 2006

A$000 A$000 A$000 Total

Accrued benefits 451,422 66,565 635,010 1,152,997

Net market value of Fund assets (370,708) (34,720) (669,479) (1,074,907)

Net (surplus)/deficit 80,714 31,845 (34,469) 78,090

SASS SANCS SSS


30 June 2005 30 June 2005 30 June 2005

A$000 A$000 A$000 Total


Net market value of Fund assets (290,221) (53,818) (578,906) (922,945)

Net (surplus)/deficit 123,641 9,269 47,319 180,229

Recommended contribution rates for the entity are:

SASS SANCS SSS

multiple of member % member salary multiple of member

contributions contributions

2.80 3.00 4.10

The method used to determine the employer contribution recommendations at the last actuarial review was the Aggregate Funding

method.The method adopted affects the timing of the cost to the employer.

Under the Aggregate Funding method, the employer contribution rate is determined so that sufficient assets will be available to meet

benefit payments to existing members, taking into account the current value of assets and future contributions.

The economic assumptions adopted for the current actuarial review of the Fund are:

Weighted-Average Assumptions 30 June 2006 30 June-005

Expected rate of return on Fund assets 7.3% pa 7.0% pa

Expected salary increase rate 4.0% pa 4.0% pa

Expected rate of CPI increase 2.5% pa 2.5% pa

Nature of asset/liability

If a surplus exists in the employer’s interest in the Fund, the employer may be able to take advantage of it in the form of a reduction in

the required contribution rate, depending on the advice of the Fund’s actuary.

Where a deficiency exists, the employer is responsible for any difference between the employer’s share of fund assets and the defined

benefit obligation.


18 CURRENT/NON-CURRENT LIABILITIES – OTHER

Consolidated Parent

2006 2005 2006 2005

$000 $000 $000 $000

CurrentStatutory Creditors 20,387 24,850 20,387 24,850

Principal Outstanding on Bonds Issued to Private Sector 14,938 14,006 14,938 14,006

Unearned Rent on M4 and M5 Motorways 3,105 3,105 3,105 3,105

Sydney Harbour Tunnel Tax Liabilities 1,678 1,599 1,678 1,599

Income Received in Advance 11,248 6,566 11,248 6,566

Liability to the Consolidated Fund 28,050 – 28,050 –

Holding Accounts 51,254 39,218 51,254 39,218

Deferred Revenue – Reimbursement on Private

Sector Provided Infrastructure 10,242 – 10,242 –

140,902 89,344 140,902 89,344

Non-currentPrincipal Outstanding on Bonds Issued to Private Sector 329,736 344,674 329,736 344,674

Unearned Rent on M4 and M5 Motorways 17,376 20,481 17,376 20,481

Sydney Harbour Tunnel Tax Liabilities 24,218 21,943 24,218 21,943

Deferred Revenue – Reimbursement on Private

Sector Provided Infrastructure 354,352 369,915 354,352 369,915

725,682 757,013 725,682 757,013

The liability in respect of the Sydney Harbour Tunnel has been recognised at the Net Present Value (NPV) of the Ensured Revenue

Stream Agreement (ERS).This has been calculated at $344.674 million (2004–05; $358.680 million), being the principal outstanding as

at 30 June 2006 on the bonds issued by the Sydney Harbour Tunnel Company to the private sector.

Since 1993 the RTA has disclosed a possible tax liability as a contingent liability in its annual accounts.This liability crystallised during the

2002–03 tax year. Following negotiations between interested parties including the Australian Taxation Office, a settlement was entered into

between the RTA, the State Government, the Sydney Harbour Tunnel Company Limited and Tunnel Holdings Pty Ltd (refer note 12(b)).


Consolidated Parent

2006 2005 2006 2005

$000 $000 $000 $000

CurrentSydney Harbour Tunnel Past Tax Liability 1,340 1,260 1,340 1,260

Sydney Harbour Tunnel Future Tax Liability 338 339 338 339

1,678 1,599 1,678 1,599

Non-currentSydney Harbour Tunnel Past Tax Liability 15,874 14,206 15,874 14,206

Sydney Harbour Tunnel Future Tax Liability 8,344 7,737 8,344 7,737

24,218 21,943 24,218 21,943

Under the M4 lease agreement, $46.615 million was received from Statewide Roads Pty Ltd (SWR) as rent in advance. In accordance

with generally accepted accounting principles, this revenue is brought to account over the period of the lease. This treatment is

summarised as follows:

Consolidated Parent

2006 2005 2006 2005

$000 $000 $000 $000

Rent earned in prior years 35,620 33,245 35,620 33,245

Rent earned in current year 2,375 2,375 2,375 2,375

Unearned rent as at 30 June 2006 8,620 10,995 8,620 10,995

46,615 46,615 46,615 46,615

The land acquisition loan of $22.000 million, based on the cost of land under the M5 originally purchased by the RTA, was repaid in June

1997 by Interlink Roads Pty Ltd (ILR). The repayment of the loan is considered to be a prepayment of the remaining rental over the

period of the concession agreement. In accordance with AASB 117, this revenue is brought to account over the period of the lease.

In consideration for ILR undertaking construction of an interchange at Moorebank (M5 Improvements) on the M5 Motorway, the original

concession period (to 14 August 2022) has been extended by 1.11 years to 23 September 2023.

Consolidated Parent

2006 2005 2006 2005

The treatment is summarised as follows: $000 $000 $000 $000

Rent earned in prior years 9,408 8,678 9,408 8,678

Rent earned in current year 731 731 731 731

Unearned rent as at 30 June 2006 11,861 12,591 11,861 12,591

22,000 22,000 22,000 22,000

Under the various Private Sector Provided Infrastructure $369.915 million was received following the letting of the Lane Cove Tunnel,

Cross City Tunnel and Western M7 Motorway contracts as reimbursement of development costs. NSW Treasury have mandated the

adoption of TPP 06-08 ‘Accounting for Privately Funded Projects’, which requires revenue to be brought to account over the period of

the concessions.The treatment is summarised as follows.


Consolidated Parent

2006 2005 2006 2005

$000 $000 $000 $000

Amortisation of deferred revenue in prior years

Amortisation of deferred revenue in current year 5,321 595 5,321 595

Unearned reimbursement as at 30 June 2006 364,594 369,320 364,594 369,320

369,915 369,915 369,915 369,915

19 CHANGES IN EQUITY

Consolidated Parent

2006 2005 2006 2005

Reserves $000 $000 $000 $000

Accumulated Funds 41,650,892 40,899,923 41,650,892 40,899,923

Asset Revaluation Reserve 27,829,667 29,475,173 27,829,667 29,475,173

69,480,559 70,375,096 69,480,559 70,375,096

Accumulated Funds

Consolidated Parent

2006 2005 2006 2005

$000 $000 $000 $000

Balance at beginning of the financial year 40,899,924 40,944,029 40,899,924 40,944,029

Decrease in fair value of the PSPI projects

– change in accounting policy – (115,181) – (115,181)

Correction of Errors

AEIFRS adjustments (see Note 26) (500,701) (500,701)

AASB 139 first-time adoption (22,298) – (22,298) –

Restated balance at the beginning of the financial year 40,877,625 40,328,147 40,877,625 40,328,147

Surplus/Deficit for Year 731,629 506,775 731,629 506,775

Increment/Decrement on

- Land and Buildings – – – –

- Authority Infrastructure – – – –

Transfers from Asset Revaluation Reserve for asset disposals 41,637 65,002 41,637 65,002

Balance at the end of the financial year 41,650,892 40,899,923 41,650,892 40,899,923

The RTA has changed the valuation model used for reporting Private Sector Provided Infrastructure to comply with NSW

Treasury Policy Paper 06-8 Accounting for Privately Financed Projects.The financial impact of this change is that the value

of the assets were reduced by $115.181m to $190.123 as at 1 July 2004 and the emerging interest revenue was reduced by

$15.070m to $32.027m in 2004–05 (Note 12(b)).

131FINANCIAL STATEMENTSFINANCIAL STATEMENTS

Asset Revaluation Total Equity

Consolidated Parent Consolidated Parent

2006 2005 2006 2005 2006 2005 2006 2005

$000 $000 $000 $000 $000 $000 $000 $000

29,475,173 27,264,603 29,475,173 27,264,603 70,375,097 68,208,632 70,375,097 68,208,632

(115,181) (115,181)

(993,182) (993,182) (993,182) (993,182)

(96,330) (96,330) (597,031) (597,031)

– – – – (22,298) – (22,298) –

29,475,173 26,175,091 29,475,173 26,175,091 70,352,799 66,503,238 71,345,980 66,503,238

– – – – 731,629 506,775 731,629 506,775

(383,370) 274,503 (383,370) 274,503 (383,370) 274,503 (383,370) 274,503

(1,220,499) 3,090,581 (1,220,499) 3,090,581 (1,220,499) 3,090,581 (1,220,499) 3,090,581

(41,637) (65,002) (41,637) (65,002) – – – –

27,829,667 29,475,173 27,829,667 29,475,173 69,480,559 70,375,097 69,480,559 70,375,096


20 COMMITMENTS FOR EXPENDITURE

(a) Capital Commitments

Consolidated Parent

2006 2005 2006 2005

$000 $000 $000 $000

Payable no later than 1 year

– Value of work to be completed 898,877 1,142,545 898,877 1,142,545

Payable later than 1, but not later than 5 years

– Value of work to be completed 242,526 525,964 242,526 525,964

Payable later than 5 years 29,174 34,583 29,174 34,583

1,170,577 1,703,092 1,170,577 1,703,092

(b) Other Expenditure Commitments

Consolidated Parent

2006 2005 2006 2005

$000 $000 $000 $000

Payable no later than 1 year

– Value of work to be completed 132,760 322,496 132,760 322,496

Payable later than 1, but not later than 5 years 82,243 82,248 82,243 82,248

Payable later than 5 years 107,774 38,459 107,774 38,459

322,777 443,203 322,777 443,203

(c) Operating Lease Commitments

Operating Lease Commitments relate to Property, IT Equipment and Light and Heavy Motor Vehicles. Operating lease commitments are

not recognised in the financial statements as liabilities.Total Operating Lease Commitments are as follows:

Consolidated Parent

2006 2005 2006 2005

$000 $000 $000 $000

Not later than 1 year 56,136 70,272 56,136 70,272

Later than 1 year and not later than 5 years 58,872 123,514 58,872 123,514

Later than 5 years 14,582 16,304 14,582 16,304

129,590 210,090 129,590 210,090


In respect of Property Leases, the RTA has various lessors with leases that have specific lease periods ranging from one year to 20 years.

The Property Operating Lease Commitments are as follows:

Consolidated Parent

2006 2005 2006 2005

$000 $000 $000 $000



Later than 5 years 14,582 16,304 14,582 16,304

78,038 82,927 78,038 82,927

IT Equipment Operating Leases have been negotiated with Dell Computer Pty Ltd, Fujitsu Australia Ltd and Macquarie IT Pty Ltd.

The IT Operating Lease Commitments are as follows:

Consolidated Parent

2006 2005 2006 2005

$000 $000 $000 $000



Later than 5 years – – – –

12,723 24,243 12,723 24,243

The Light Motor Vehicle Lease is with State Fleet Services and is finance by Macquarie Bank.The lease is scheduled to cease in September

2008.

The Light Motor Vehicle Operating Lease Commitments are as follows:

Consolidated Parent

2006 2005 2006 2005

$000 $000 $000 $000




24,357 93,073 24,357 93,073

The Heavy Motor Vehicle Lease is held and financed with Orix.The lease is scheduled to cease in July 2007.

The Heavy Motor Vehicle Operating Lease Commitments are as follows:

Consolidated Parent

2006 2005 2006 2005

$000 $000 $000 $000




14,472 9,847 14,472 9,847


21 CONTINGENT ASSETS

The total commitments detailed above include GST input tax

credits of $147.540 million (2004–05; $214.217 million) that

are expected to be recoverable from the ATO.

22 CONTINGENT LIABILITIES

There are two claims (2004–05; three claims) for damage or

injury currently being litigated with an estimated total

contingent liability to the RTA of $1.12 million (2004–05; $1.38

million). Any claims resulting from incidents which have

occurred since 1 July 1989 are not included in the above figures

as costs for such claims are now covered by the RTA’s Insurance

with the Treasury Managed Fund.

There are five significant contractual disputes (2004–05: 8

disputes) with an estimated total contingent liability of $42.925

million (2004–05: $38.211 million).

The RTA has certain obligations under contracts with private

sector parties with the performance of these obligations

guaranteed by the State. The current guarantees outstanding

are for the Sydney Harbour Tunnel, the M2 Motorway,

The Eastern Distributor, the Cross City Tunnel, the Western

Sydney Orbital and the Lane Cove Tunnel.There is no reason to

believe that these guarantees are ever to be exercised.

Following a Modification Approval from the Minister for Planning,

the RTA made changes to certain traffic arrangements in the

Sydney CBD that had been implemented for the Cross City

Tunnel project. Some of the changes may entitle Cross City

Motorway Pty Ltd to claim compensation from the RTA. No

claim has yet been made and the potential quantum is not known.

23 NATIVE TITLE

The Commonwealth’s legislation (Native Title Act) and the New

South Wales statute (Native Title (New South Wales) Amendment

Act) have financial implications for NSW government agencies

generally.

In this regard the RTA has undertaken an assessment of the

impact on its financial position.This assessment indicates as at 30

June 2006 there were no Native Title claims, which had been

initiated against the RTA.

24 BUDGET REVIEW

(a) Net Cost of Services

The actual net cost of services of $1,781.500 million was

$142.405 million less than budget. The variance was primarily

due to general increases in retained revenue together with

primarily decreases in depreciation and employee related

expenses.

(b) Assets and Liabilities

Net Assets have increased by $660.725 million as compared to

budget.This is principally due to an increase in the value of the

RTA’s general infrastructure.

The value of land and buildings held decreased by $408.341

million as compared to budget. Current assets decreased by

$67.359 million. A decrease in cash and cash equivalents of

$93.460 million was partially offset by the reclassification of

some assets held for sale as current.

The change in net assets is also impacted by a decrease in total

liabilities of $100.867 million compared to the budget. This is

principally due to decreases in provisions of $226 million partly

offset by an increase in borrowings of $80 million.

(c) Cash Flows

Net cash flow from operating activities is $63 million more

than the budget.This was mainly due to an increase in receipts

of $90 million.

Net cash outflow in relation to investing activities is $169

million more than the budget due to primarily purchases of land

and buildings, plant and equipment and infrastructure systems

being $195 million more than the budget. This was offset by

asset sales being $9 million more than budget together with

advance payments received of $19 million.

A variance of $65 million in respect of the opening cash as

compared to the budget has occurred due to the fact that the

2005–06 budget was prepared prior to the finalisation of

2004–05 financial statements.


25 RECONCILIATION OF CASH FLOWS FROM NET COST OF SERVICES TO OPERATING ACTIVITIES

Consolidated Parent

2006 2005 2006 2005

$000 $000 $000 $000

Net Cost of Services (1,781,500) (1,985,726) (1,781,500) (1,985,726)

Depreciation and amortisation 690,225 698,785 690,225 698,785

(Decrease)/Increase in Provisions and Entitlements (190,228) (92,704) (190,228) (92,704)

Rent Revenue in respect of M4 and M5 Motorways (3,105) (3,181) (3,105) (3,181)

Amortisation of deferred revenue (5,321) – (5,321) –

Sydney Harbour Tunnel Loan (4,782) – (4,782) –

Promissory Notes (1,615) – (1,615) –

Value of Emerging Interest of Private Sector Provided Infrastructure (54,012) (32,038) (54,012) (32,038)

ERS payments utilised to redeem current principal portion of

bonds issued to Private Sector (14,938) (14,295) (14,938) (14,295)

Increase/(Decrease) in Payables and Other Liabilities 56,000 (2,476) 56,000 (2,476)

(Increase) in Receivables and Other Assets 28,387 (4,419) 28,387 (4,419)

Gain on Sale of Assets (17,261) 38,851 (17,261) 38,851

Other (gains)/losses 76,744 53,506 76,744 53,506

Increase in inventory (206) (336) (206) (336)

Sydney Harbour Tunnel Tax Liabilities 2,354 – 2,354 –

Recurrent and Capital Appropriation 2,513,129 2,492,501 2,513,129 2,492,501

Net Cash used on Operating Activities 1,293,871 1,148,478 1,293,871 1,148,478

Reconciliation of cash flows from the net cost of services as reported in the Operating Statement to the net cash used on Operating

Activities.

26 THE FINANCIAL IMPACT OF ADOPTING AUSTRALIAN EQUIVALENTS TO INTERNATIONAL FINANCIAL REPORTING STANDARDS (AEIFRS)

The RTA has applied the AEIFRS for the first time in the 2005–06 financial report.The key areas where changes in accounting policies

have impacted are disclosed below. Some of these impacts arise because AEIFRS requirements are different from previous AASB

requirements (AGAAP). Other impacts arise from options in AEIFRS that were not available or not applied under previous AGAAP. The

RTA has adopted the options mandated by NSW Treasury for all NSW public sector agencies. The impacts disclosed below reflect

Treasury’s mandates and policy decisions.

The impacts of adopting AEIFRS on total equity and surplus as reported under previous AGAAP are shown below.There are no material

impacts on the RTA’s cash flows.


(a) Reconciliation of Key Aggregates

30 June 20052 1 July 20041

$000 $000

Asset Asset

Accumulated Revaluation Accumulated Revaluation

Notes Funds Reserve Total Equity Funds Reserve Total Equity

Total equity under AGAAP 19 41,536,838 30,564,685 72,101,523 40,944,029 27,264,603 68,208,632

Derecognition of intangible assets * (15,000) – (15,000) (15,000) – (15,000)

Defined benefit superannuation

adjustment for change in

discount rate ** (121,748) (96,330) (218,078) (113,084) (96,330) (209,414)

Write back of PSPI upfront

payments previously recognised

as revenue *** (369,915) – (369,915) (369,915) – (369,915)

Assets held for sale **** – – – (2,702) – (2,702)

Sub-total (506,663) (96,330) (602,993) (500,701) (96,330) (597,031)

Total equity under AEIFRS 19 41,030,175 30,468,355 71,498,530 40,443,328 27,168,273 67,611,601

1 = adjustments as at the date of transition

2 = adjustments as at the date of transition plus the year ended 30 June 2005

Reconciliation of surplus/(deficit) under AGAAP to surplus/(deficit) under AEIFRS

Year ended 30 June 2005 $000

Surplus under AGAAP 527,807

Defined benefit superannuation (8,664)

Reversal of assets held for sale - sale costs 2,702

Restatement of emerging interest on PSPI projects (15,070)

Surplus under AEIFRS 506,775

Based on the above, if AEIFRS were applied in 2004–05, Net Cost of Services would increase from $1,965 million to $1,971 million.

* AASB 138 Intangible Assets requires all research costs to be expensed and restricts the capitalisation of development costs. Previous

AGAAP permitted some research and development costs to be capitalised when certain criteria were met. As a result, some currently

recognised intangible assets have been derecognised.

** AASB 119 Employee Benefits requires the defined benefit superannuation obligation to be discounted using the government bond

rate as at each reporting date, rather than the long-term expected rate of return on plan assets.The RTA’s superannuation obligation is

not assumed by the Crown; accordingly this has increased the defined benefit superannuation liability and changed the quantum of the

superannuation expense.

*** NSW Treasury has mandated the adoption of TPP 06-08 policy ‘Accounting for Privately Funded Infrastructure’ the principles of

which have been endorsed by the Heads of Treasury Advisory and Reporting Committee.TPP 06-08 requires that upfront payments

received in respect of a Private Sector Provided Infrastructure (PSPI) project should be recognised over the concession period.

**** AASB 5 Non-current Assets Held for Sale and Discontinued Operations requires non-current assets classified as ‘held for sale’ to be

reclassified as current and recognised at the lower of the carrying amount and their fair value less costs to sell.


(b) Financial Instruments – 1 July 2005 first time adoption impacts

As discussed in Note 1(c), the comparative information for the

2004–05 for financial instruments has not been restated and is

presented in accordance with previous AGAAP (refer

Note1(c)). AASB 132 and AASB 139 have been applied from

1 July 2005.

(c) Grant recognition for not-for-profit entities

As a not-for-profit entity, the RTA has applied the requirements

in AASB 1004 Contributions regarding contributions of assets

(including grants) and forgiveness of liabilities. There are no

differences in the recognition requirements between the new

AASB 1004 and the previous AASB 1004. However, the new

AASB 1004 may be amended by proposals in Exposure Draft

(ED) 125 Financial Reporting by Local Governments and ED

147 Revenue from Non-Exchange Transactions (Including Taxes

and Transfers). If the ED 125 and ED 147 approach is applied,

revenue and/or expense recognition will not occur until either

the RTA supplies the related goods and services (where grants

are in-substance agreements for the provision of goods and

services) or until conditions are satisfied. ED 125 and ED 147

may therefore delay revenue recognition compared with AASB

1004, where grants are recognised when controlled. However,

at this stage, the timing and dollar impact of these amendments

is uncertain.

End of Audited Financial Statements


INCOME STATEMENTFOR THE PERIOD 17TH MARCH TO 30TH JUNE 2006

17 March 2006 to 30 June 2006

$000

Income

Personnel Services 121,067

Total Income 121,067

Expenses

Salaries and Wages (including recreation leave) 135,986

Long Service Leave 10,732

Superannuation – defined benefit plan (40,781)

Workers Compensation Insurance 3,391

Payroll Tax and Fringe Benefits Tax 9,236

Other 2,503

Total expenses 121,067

Operating Result –

STATEMENT OF CHANGES IN EQUITYFOR THE PERIOD 17TH MARCH TO 30TH JUNE 2006

17 March 2006 to 30 June 2006

$000

Total Income and Expenses recognised directly in equity –


Total Income and expense recognised for the year –

BALANCE SHEETAS AT 30TH JUNE 2006

30 June 2006

Notes $000

Assets

Receivables 2 455,169

Total Assets 455,169

Liabilities

Current Liabilities

Payables 3(a) 4,562

Provisions 3(b) 252,739

Total Current Liabilities 257,301

Non-current Liabilities

Provisions 3(c) 197,868

Total Non-current Liabilities 197,868

Total Liabilities 455,169

Net Assets –

Equity

Accumulated Funds –

Total Equity –


CASH FLOW STATEMENTFOR THE PERIOD 17TH MARCH TO 30TH JUNE 2006

17 March 2006 to 30 June 2006

Note $000

CASH FLOWS FROM OPERATING ACTIVITIES

Payments

Employee Related –

Total Payments –

Receipts

Sale of Services –

Total Receipts –

NET CASH FLOWS FROM OPERATING ACTIVITIES 4 –

CASH FLOWS FROMINVESTING ACTIVITIES –

CASH FLOWS FROMFINANCING ACTIVITIES –

NET INCREASE / (DECREASE)IN CASH –

Opening Cash and Cash Equivalents –

CLOSING CASH ANDCASH EQUIVALENTS –


NOTES TO AND FORMING PART OF THE FINANCIALSTATEMENTS OF THE ROADS AND TRAFFIC AUTHORITYDIVISION OF THE GOVERNMENT SERVICE OF NSW

FOR THE PERIOD 17 MARCH TO 30 JUNE 2006

1 SUMMARY OF SIGNIFICANT ACCOUNTING POLICIES

(a) Reporting Entity

The RTA Division of the Government Service of NSW (The

Division) is a Division of the Government Service, established

pursuant to Part 2 of Schedule 1 to the Public Sector

Employment and Management Act 2002. It is a not-for-profit

entity as profit is not its principal objective. It is consolidated as

part of the NSW Total State Sector Accounts. It is domiciled in

Australia and its principal office is at 260 Elizabeth Street Surry

Hills NSW.

The Division’s objective is to provide personnel services to the

Roads and Traffic Authority of NSW (RTA).

The Division commenced operations on 17 March 2006 when

it assumed responsibility for the employees and employee-

related liabilities of the RTA. The assumed liabilities were

recognised on 17 March 2006 together with an offsetting

receivable representing the related funding due from the

former employer.

These financial statements have been authorised for issue by

the Audit Committee on 15 September 2006.

(b) Basis of Preparation

The Division’s financial statements are a general purpose

financial report which has been prepared in accordance with:

Applicable Accounting Standards and (which include

Australian equivalents to International Financial Reporting

Standards (AEIFRS)).

The requirements of the Public Finance and Audit Act 1983

and the Public Finance and Audit Regulation 2005.

Specific directions issued by the Treasurer.

This is the first financial report prepared on the basis of

Australian equivalents to International Financial Reporting

Standards.

Generally, the historical cost basis of accounting has been

adopted and the financial statements do not take into account

changing money values or account valuations. However certain

provisions are measured at fair value. The accrual basis of

accounting has been adopted in the preparation of the financial

statements, except for cash flow information.

Management’s judgements, key assumptions and estimates are

disclosed in the relevant notes to the financial report.

All amounts are rounded to the nearest one thousand dollars

and are expressed in Australian currency.

(c) Comparative information

As this is the Division’s first financial report, comparative

information for the previous period is not provided.

(d) Income

Income is measured at the fair value of the consideration

received or receivable. Revenue from the rendering of

personnel services is recognised when the service is provided

and only to the extent that the associated recoverable

expenses are recognised.

(e) Receivables

A receivable is recognised when it is probable that the future

cash inflows associated with it will be realised and it has a value

that can be measured reliably. It is derecognised when the

contractual or other rights to future cash flows from it expire

or are transferred.

Receivables are recognised initially at fair value, usually based on


at amortised cost using the effective interest method, less an

allowance for any impairment of receivables. Short-term

receivables with no stated interest rate are measured at the


immaterial. An allowance for impairment of receivables is

established when there is objective evidence that the entity will

not be able to collect all amounts due. The amount of the

allowance is the difference between the asset’s carrying

amount and the present value of estimated future cash flows,

discounted at the effective interest rate. Bad debts are written

off as incurred.

(f) Payables

Payables include accrued wages, salaries, and related on costs

(such as payroll tax, fringe benefits tax and workers’

compensation insurance) where there is certainty as to the

amount and timing of settlement.

A payable is recognised when a present obligation arises under

a contract or otherwise. It is derecognised when the obligation

expires or is discharged, cancelled or substituted.

Payables are recognised initially at fair value, usually based on


at amortised cost using the effective interest method. Short-

term payables with no stated interest rate are measured at the


immaterial.


(g) Employee benefit provisions and expenses

Provisions are made for liabilities of uncertain amount or

uncertain timing of settlement.

Employee benefit provisions represent expected amounts

payable in the future in respect of unused entitlements

accumulated as at the reporting date. Liabilities associated with,

but that are not, employee benefits (such as payroll tax) are

recognised separately.

Superannuation and leave liabilities are recognised as expenses

and provisions when the obligations arise, which is usually

through the rendering of service by employees.

Long-term annual leave (ie that is not expected to be taken

within twelve months) is measured at present value using a

discount rate equal to the market yield on government bonds.

Superannuation and long service leave provisions are actuarially

assessed prior to each reporting date and are measured at the

present value of the estimated future payments.

All other employee benefit liabilities (ie for benefits falling due

wholly within twelve months after reporting date) are assessed

by management and are measured at the undiscounted

amount of the estimated future payments.

The amount recognised for superannuation and long service

leave provisions is the net total of the present value of the

defined benefit obligation at the reporting date, minus the fair

value at that date of any plan assets out of which the

obligations are to be settled directly.

The amount recognised in the income statement for

superannuation and long service leave is the net total of

current service cost, interest cost, the expected return on any

plan assets, and actuarial gains and losses. Actuarial gains or

losses are recognised as income or expense in the year they

occur.

The actuarial assessment of superannuation and long service

leave provisions uses the Projected Unit Credit Method and

reflects estimated future salary increases and the benefits set

out in the terms of the plan.The liabilities are discounted using

the market yield rate on government bonds of similar maturity

to those obligations. Actuarial assumptions are unbiased and

mutually compatible and financial assumptions are based on

market expectations for the period over which the obligations

are to be settled.

(h) Accounting standards issued but not yet effective

At the reporting date, a number of Accounting Standards

adopted by the AASB had been issued but are not yet

operative and have not been early adopted by the RTA. The

following is a list of these standards:

AASB 7 – Financial Instruments: Disclosure

(issued August 2005)

AASB 119 – Employee Benefits (issued December 2004)

AASB 2004-3 – Amendments to Australian Accounting

Standards (issued December 2004)


Standards (issued May 2005)


Standards (issued June 2005)


Standards (issued September 2005)


Standards (issued September 2005)


Standards (issued January 2006)

The initial application of these standards will have no impact on

the financial results of the RTA.The Standards are operative for

annual reporting periods beginning on or after 1 January 2006.

2 CURRENT ASSETS – RECEIVABLES

30 June 2006

$000

Inter entity receivable – RTA 455,169

3 CURRENT LIABILITIES/NON-CURRENT LIABILITIES

(a) Payables

30 June 2006

$000

Accrued expenses 4,562

(b) Provisions – current

30 June 2006

$000

Superannuation 20,108

Annual Leave (i) 43,596

Long service leave (ii) 189,035

252,739


(c) Provisions – non-current

30 June 2006

$000

Superannuation 197,326

Workers Compensation (Liabilities under the former

Department of Motor Transport self-insured scheme) 542

197,868

(i) The value of annual leave expected to be taken within

twelve months is $30.327 million and $13.269 million after

twelve months.

(ii) The value of long service leave expected to be taken within

twelve months is $6.542 million and $182.493 million after

twelve months. The RTA Division has not disclosed the

unconditional long service leave liability separately as the

amount was not available as at the date of this report.

Provision for Superannuation For the first time, superannuation statements include both employer and employee superannuation assets and liabilities as presecribed

by AASB 119 Employee Benefits.

General description of the plan

The Pooled Fund holds in trust the investments of the closed NSW public sector superannuation schemes:

State Authorities Superannuation Scheme (SASS).

State Superannuation Scheme (SSS).

State Authorities Non-contributory Superannuation Scheme (SANCS).

These schemes are all defined benefit schemes – at least a component of the final benefit is derived from a multiple of member salary

and years of membership. All the Schemes are closed to new members.

Actuarial gains and losses are recognised in profit or loss in the year they occur.

The following information has been prepared by the scheme actuary.

RECONCILIATION OF THE ASSETS AND LIABILITIES RECOGNISED IN THE BALANCE SHEET

SASS SANCS SSS

Financial Year Financial Year Financial Year

to 30 June 2006 to 30 June 2006 to 30 June 2006

A$000 A$000 A$000 Total


Fair value of plan assets (370,708) (34,720) (669,479) (1,074,907)

100,990 35,339 81,104 217,433




All Fund assets are invested by STC at arm’s length through independent fund managers.


MOVEMENT IN NET LIABILITY/ASSET RECOGNISED IN BALANCE SHEET

SASS SANCS SSS



A$000 A$000 A$000 Total


Net expense recognised in the income statement (12,769) (4,666) (124,321) (141,756)

Contributions (49,885) 22,073 (18,687) (46,499)


TOTAL EXPENSE RECOGNISED IN INCOME STATEMENT

SASS SANCS SSS



A$000 A$000 A$000 Total




Net actuarial losses (gains) recognised in year (30,392) (8,258) (132,149) (170,799)




Total included in ‘employee benefits expense’ (12,769) (4,667) (124,321) (141,756)

ACTUAL RETURN ON PLAN ASSETS

SASS SANCS SSS



A$000 A$000 A$000 Total



VALUATION METHOD AND PRINCIPAL ACTUARIAL ASSUMPTIONS AT THE REPORTING DATE

a) Valuation Method

The Projected Unit Credit (PUC) valuation method was used to determine the present value of

the defined benefit obligations and the related current service costs. This method sees each

period of service as giving rise to an additional unit of benefit entitlement and measures each unit

separately to build up the final obligation.

b) Economic Assumptions

30 June 2006

Discount rate at 30 June 5.9% pa

Expected return on plan assets at 30 June 7.6%

Expected salary increases 4.0% pa to 2008;

3.5% pa thereafter

Expected rate of CPI increase 2.5% pa

ARRANGEMENTS FOR EMPLOYER CONTRIBUTIONS FOR FUNDING

The following is a summary of the 30 June 2006 financial position of the Fund calculated in accordance with AAS 25 – Financial Reporting

by Superannuation Plans.

SASS SANCS SSS



A$000 A$000 A$000 Total


Net market value of Fund assets (370,708) (34,720) (669,479) (1,074,907)

Net (surplus)/deficit 80,714 31,845 (34,469) 78,090

Recommended contribution rates for the entity are:

SASS SANCS SSS

multiple of member % member multiple of member

contributions salary contributions

2.80 3.00 4.10

The method used to determine the employer contribution recommendations at the last actuarial review was the Aggregate Funding method.

The method adopted affects the timing of the cost to the employer.

Under the Aggregate Funding method, the employer contribution rate is determined so that sufficient assets will be available to meet benefit

payments to existing members, taking into account the current value of assets and future contributions.


The economic assumptions adopted for the current actuarial review of the Fund are:

Weighted-Average Assumptions 2006

Expected rate of return on Fund assets 7.3% pa

Expected salary increase rate 4.0% pa

Expected rate of CPI increase 2.5% pa

NATURE OF ASSET/LIABILITY

If a surplus exists in the employer’s interest in the Fund, the employer may be able to take advantage of it in the form of a reduction in the

required contribution rate, depending on the advice of the Fund’s actuary.

Where a deficiency exists, the employer is responsible for any difference between the employer’s share of fund assets and the defined benefit

obligation.

4 RECONCILIATION OF CASH FLOWS FROM OPERATING RESULT TO OPERATING ACTIVITIES

17 March 2006 to 30 June 2006

$000


Increase/(Decrease) In Payables and Other Liabilities 455,168

(Increase)/ Decrease in Receivables and Other Assets (455,168)

Net Cash used on Operating Activities –

5 RELATED PARTY TRANSACTION

(a) Relationship between RTA and the Division

As a result of the recent Public Sector Employment Legislation Amendment Act 2006 (PSELAA), from 17 March 2006 previous employees

of the RTA are now employees of the RTA Division of the Government Service of New South Wales (the Division).

The Division is a controlled entity of the RTA and its only function is to provide personnel services in the form of employee related

activity to the RTA.

(b) Transactions between RTA and the Division

RTA Division provides personnel services to RTA. Information related to personnel services is as follows

(i) Personnel services provided $121.067 million

(ii) Receivable due from the RTA $455.168 million

The receivable is unsecured and the consideration to be provided on settlement will be equal to the total payables and provisions of

the Division. No provision for doubtful debts relating to the receivable has been raised nor has an expense been recognised during the

period in respect of bad or doubtful debts due from the RTA.

END OF AUDITED FINANCIAL STATEMENTS

APPENDICESROADS AND TRAFFIC AUTHORITY OF NEW SOUTH WALESAPPENDICES FOR THE PERIOD ENDED 30 JUNE 2006

APPENDIX PAGE

01 Major works 150

02 Threatened species recovery plans 156

03 Waste reduction and purchasing policy 159

04 Committees and significant advisory groups 164

05 Senior Executive performance statements 167

06 Industrial relations 174

07 Equal employment opportunity 175

08 NSW Action Plan for Women 177

09 Ethnic Affairs Priorities Statement and Plan 178

10 Disability Plan 179

11 Overseas travel by RTA officers 180

12 Freedom of information 181

13 Ombudsman 186

14 Consumer response 187

15 Legal change 188

16 Land disposal 193

17 Publications 194

18 Payments to consultants 198

19 Reporting of RTA contracts with third parties 199

20 Accounts payment performance 199

21 Funds granted to non-government community organisations 200

22 Privacy Management Plan 201

23 Research and development 202

24 Driver and vehicle statistics 203

25 Insurance 205

26 Compliance index 207

150 APPENDICES

1 MAJOR WORKS

PROJECT LOCATION ANNOUNCED ESTIMATED 2005-06 PREVIOUS YEAR’S

COMPLETION TOTAL COST EXPENDITURE EXPENDITURE

DATE $000 $000 $000

WESTERN SYDNEY TRANSITWAYS

North-West T-way Network Stage 1 Parramatta

Rouse Hill

Blacktown-Parklea 2007 524,000 113,636 199,162

SYDNEY MOTORWAY NETWORK

Cross City Tunnel and Associated Works

(private sector funding)* Sydney Completed 2005 680,000 8,234* 75,357*


(federal and private sector funding)* Prestons-West

Baulkham Hills Completed 2005 1,500,000 24,745* 325,243*

Lane Cove Tunnel and associated

road improvements

(private sector funding)* Lane Cove 2007 1,100,000 16,004* 53,918*

M4 East (planning) Strathfield

Haberfield NA NA 1,300 9,481

F3 Freeway to M2 Motorway Link Wahroonga

(planning, federal funding) Carlingford NA NA 170 5,620

SYDNEY WEST AND NORTH WEST

Sunnyholt Road, James Cook Drive to

Quakers Hill Parkway, widen to six lanes

(state and private sector funding)* Glenwood Completed 2005 30,000 6,688* 11,022*

Old Windsor Road, Norwest Boulevard,

grade separated intersection Seven Hills 2006 40,000 17,614 13,424

Windsor Road, Roxborough Park Road

to Norwest Boulevard Baulkham Hills

and Acres Road to Old Windsor Road,

widen to four lanes Kellyville 2006 120,000 85,325 24,945

Windsor Road, Mile End Road to

Boundary Road, widen to four lanes Rouse Hill 2006 100,000 43,264 21,681

Windsor Road, Boundary Road to

Henry Road, widen to four lanes Vineyard 2006 40,000 17,548 18,738

Windsor Road, South Creek

Flood Evacuation Route Mulgrave 2007 120,000 44,689 9,266

* Note: Expenditure does not include any private sector expenditure

APPENDICES 151

SYDNEY SOUTH WEST AND SOUTH

Cowpasture Road, Main Street to

Hoxton Park Road, widen to four lanes Hoxton Park 2006 39,000 17,716 12,342

Camden Valley Way, Bernera Road to

M5 Motorway, widen to four lanes Prestons Completed 2005 21,500 8,579 10,227

Camden Valley Way, Cowpasture Road

to Bernera Road, widen to four lanes

(planning and preconstruction) Edmondson Park NA NA 935 1,889

F5 Hume Highway, south facing ramps

at Ingleburn (federal and local

government funding) Ingleburn 2006 13,700 7,376 3,955

F5 Hume Highway Camden Valley Way to

Brooks Road.Widen southbound carriageway

(federal funding) Ingleburn Completed 2005 23,000 12,560 7,331

Narellan Rd, extend from Camden Valley Way

to The Northern Road Harington Park 2007 20,000 3,676 611

Narellan Rd, replace existing roundabouts

with signals at two intersections

(Waterworth Drive and Mount Annan Drive) Currans Hill Completed 2006 14,000 13,964 1,700

The Horsley Drive, Cowpasture Road north,

intersection upgrade Wetherill Park Completed 2005 5,000 2,313 3,791

Alfords Point Bridge duplication Alfords Point 2007 25,000 439 1,746

SYDNEY INNER METROPOLITAN AND NORTH

South Sydney Roads Program,

Southern Cross Drive,

South facing ramps at Gardeners Road Eastlakes NA NA 365 656

Spit Bridge and approaches,

widen by two lanes Mosman 2009 50,000 1,594 1,438

GREAT WESTERN HIGHWAY

Woodford to Hazelbrook, Stage 1,

Winbourne Road to Ferguson Avenue, Woodford,

widen to four lanes Hazelbrook 2008 45,000 12,353 9,019

Lawson Section 1, Ferguson Avenue to

Honour Avenue, widen to four lanes

(planning and preconstruction) Lawson NA NA 2,366 5,569

Lawson Section 2, Honour Avenue to

Ridge Street, widen to four lanes (planning) Lawson NA 54,000 1,718 6,894



DATE $000 $000 $000

152 APPENDICES

GREAT WESTERN HIGHWAY continued

Lawson Section 2, Honour Avenue to

Ridge Street, widen to four lanes (planning) Lawson NA 54,000 1,718 6,894

Wentworth Falls East,Tableland Road to

Station Street, widen to four lanes (planning) Wentworth Falls NA NA 403 787

Leura to Katoomba, Stage 1, Mount Hay Road

to East View Avenue, widen to four lanes Leura, Katoomba Completed 2006 82,000 20,924 54,946

Leura to Katoomba, Stage 2, East View Avenue

to Bowling Green Avenue, widen to four lanes

(planning) Leura, Katoomba 2008 25,000 812 619

PACIFIC HIGHWAY

F3 to Raymond Terrace (planning) Hexham NA NA 1,252 1,511

Karuah to Bulahdelah Section 1, dual

carriageways (state and federal funding) Bulahdelah 2006 114,000 35,007 45,539

Karuah to Bulahdelah Sections 2 and 3,

dual carriageways (state and federal funding) Bulahdelah 2009 227,000 3,090 8,128

Bulahdelah Bypass, dual carriageways (planning) Bulahdelah NA NA 758 9,081

Bundacree Creek to Possum Brush,

dual carriageways (state and federal funding) Nabiac 2006 115,000 37,758 54,248

Failford Road to Tritton (planning) Failford NA NA 615 374

Coopernook Deviation, dual carriageways

including new bridge over Landsdowne River Coopernook Completed 2006 69,000 18,150 44,665

Coopernook to Moorland,

dual carriageways (planning) Moorland NA NA 2,628 2,785

Moorland to Herons Creek,

dual carriageways (planning) Kew NA NA 1,204 6,657

Herons Creek to Stills Road (planning) Herons Creek NA NA 529 412

Oxley Highway to Kempsey (planning) Port Macquarie NA NA 2,309 2,063

Kempsey to Eungai (planning) Kempsey NA NA 2,744 11,001

Macksville to Urunga (planning) Nambucca NA NA 650 3,296

Bonville Bypass, dual carriageways

(state and federal funding) Bonville 2008 245,000 10,349 12,393

Coffs Harbour Bypass

(planning, state and federal funding) Coffs Harbour NA NA 2,694 5,693

Coffs Harbour (Sapphire) to Woolgoolga

(planning, state and federal funding) Coffs Harbour, Woolgoolga NA NA 5,230 6,216



DATE $000 $000 $000

1 MAJOR WORKS

APPENDICES 153

PACIFIC HIGHWAY

Woolgoolga to Wells Crossing (planning) Woolgoolga NA NA 2,107 1,602

Wells Crossing to Harwood (planning) Harwood NA NA 2,190 2,011

Harwood to Iluka Road (planning) Harwood NA NA 247 266

Iluka Road to Woodburn (planning) Woodburn NA NA 1,388 905

Woodburn to Ballina (planning) Ballina NA NA 4,432 4,273

Ballina Bypass, dual carriageways (planning and

pre-construction, state and federal funding) Ballina NA 331,000 5,462 15,630

Tintenbar to Ewingsdale (planning) Bangalow NA NA 5,330 2,174

Brunswick Heads to Yelgun, dual

carriageways (state and federal funding) Billinudgel 2007 256,000 100,853 50,352

Banora Point upgrade, including Sexton Hill

(planning, state and federal funding) Tweed Heads NA NA 1,857 3,292

Northern Pacific Highway

Noise Abatement Program Various 2007 18,000 6,249 7,265

PRINCES HIGHWAY

New intersection with

Lawrence Hargrave Drive (planning) Bulli NA 20,000 680 1,196

Wollongong Northern Distributor extension

(pre-construction) Bellambi 2009 72,000 3,278 12,251

Oak Flats to Dunmore dual carriageways (planning) Dunmore 2009 130,000 2,877 6,677

North Kiama Bypass, dual carriageways

(state and federal funding) Kiama Completed 2005 179,000 30,491 153,678

Kiama Ramps (planning) Kiama 2008 14,000 336 233

Pambula Bridge and approaches

(state and federal funding) Pambula 2008 17,000 622 256

South Nowra to Jervis Bay road safety

upgrade (planning, federal funding) South Nowra NA 15,000 2,200 NA

HUNTER

National Highway extension, F3 Freeway

to New England Highway west of Branxton

(planning, federal funding) Beresfield NA 765,000 6,607 27,670

Newcastle Inner Bypass,

Shortland to Sandgate (planning) Sandgate NA NA 220 798

Nelson Bay Road, Bobs Farm to Anna Bay

dual carriageway, Stage 2 Salt Ash 2007 9,000 1,434 1,892



DATE $000 $000 $000

154 APPENDICES

HUNTER

Nelson Bay Road,Tourle Street Bridge

replacement (planning) Mayfield 2007 37,000 750 1,159

Five Islands Road, Booragul to

Speers Point duplicate existing road Teralba 2007 49,000 19,776 19,015

Hunter River 3rd Crossing (planning) Maitland NA NA 1,165 989

New England Highway, Weakley’s Drive

Interchange (planning, federal funding) Beresfield 2008 41,000 6,461 1,370

New England Highway, realignment

at Halcombe Hill (federal funding) Aberdeen 2007 17,800 405 830

CENTRAL COAST

The Entrance Road,Terrigal Drive to

Carlton Road, widen to four lanes Erina 2007 15,000 4,080 2,069

The Entrance Road, Ocean View Drive to

Tumbi Road, widen to four lanes (planning) Wamberal 2008 30,000 2,565 3,268

Pacific Highway,Tuggerah to Wyong Stage 1,

Anzac Road to Mildon Road, dual carriageway Wyong 2007 18,000 3,279 4,371

Avoca Drive, Stage 1,The Entrance Road to

Sun Valley Road, widen to four lanes Kincumber 2007 9,000 297 368

Pacific Highway, Glen Road to Burns Road,

Ourimbah, Stage 1, Dog Trap Road Ourimbah 2007 15,000 748 0

ILLAWARRA AND SOUTH COAST

Lawrence Hargrave Drive, reconstruction

between Clifton and Coalcliff Clifton, Coalcliff Completed 2005 49,000 14,022 51,365

MR92, Nowra to Nerriga upgrade

(state, federal and local government funding) Nowra NA 80,000 3,429 7,233

Queanbeyan Northern Heavy Vehicle Route

upgrade (state and federal funding) Queanbeyan Complete 2006 6,800 4,683 3,227

NORTH COAST AND NORTHERN NSW

Oxley Highway, upgrade from

Wrights Road to Pacific Highway (planning) Port Macquarie NA NA 1,474 5,805

Summerland Way, second bridge over

Clarence River at Grafton (planning) Grafton NA NA 65 996



DATE $000 $000 $000

1 MAJOR WORKS

NORTH COAST AND NORTHERN NSW

Bruxner Highway, Alstonville Bypass

(state and federal funding) Alstonville NA NA 2,060 12,302

New England Highway,

Devils Pinch Realignment (federal funding) Black Mountain Completed 2006 24,800 8,823 15,002

Newell Highway, Moree Bypass

(federal funding) Moree 2008 56,000 2,777 10,033

Newell Highway,Wallumburrawang

Deviation (federal funding) Coonabarabran 2006 14.500 11,432 1,893

Newell Highway, Bogan to

Coobang Realignment (federal funding) Parkes 2007 17,500 5,470 1,306

SOUTH WESTERN NSW

Hume Highway, safety improvements at

Towrang Road and Carrick Road

(planning, federal funding) Towrang 2007 6,600 275 361

Hume Highway,West Street Interchange,

North Gundagai (federal funding) Gundagai 2006 8,900 4,691 646

Hume Highway,Tarcutta truck parking facility

(state and federal funding) Tarcutta 2006 6,500 669 1,373

Hume Highway, Albury Wodonga

Hume Freeway Project (federal funding) Albury 2007 518,000 143,793 45,931

Olympic Highway, grade

separated rail crossing at Gerogery Gerogery Completed 2005 18,500 5,682 16,904

Newell Highway, Ardlethan

Realignment (federal funding) Ardlethan Completed 2005 11,000 7,329 4,179

Murray River, new bridge and

approaches at Euston, Robinvale

(state and federal funding) Euston 2006 50,800 18,609 19,536

Murray River, new bridge and

approaches at Echuca, Moama (planning,

state and federal funding) Echuca NA NA 7 323

WESTERN NSW

Castlereagh Highway, reconstruction

between Lidsdale and Coxs River including

widening of bridge over Coxs River Lidsdale Completed 2005 22,000 4,375 20,115

APPENDICES 155



DATE $000 $000 $000

156 APPENDICES

RTA representative visited sites, identified threats,

mapped the populations and included this on the

Roadside Corridor Management Plans.

Identify existing and potential threats to the

A. pubescens population at Beverly Hills/

Narwee on the M5 (north of Windarra Street).

No work required in 2005.

Develop and implement a threat and habitat

management program for the A. pubescens

population at Beverly Hills /Narwee on the M5

(north of Windarra Street).

Asset Services to develop a threat and

habitat management program to be

incorporated into the Maintenance Plan

for the F5, with advice from Environmental

Services Representative.

Asset Services to ensure that the program

is implemented.

Interlink Roads have incorporated threat

and habitat management of the species

into landscaping management plans for the

M5 Motorway at a cost of $1500.

Monitor the A. pubescens population at Beverly

Hills/Narwee on the F5 on a regular basis and

assess the effectiveness of the threat and habitat

management programs.

Environmental Services Representative to

conduct at least an annual inspection of the

population, including photographic survey.

Following each inspection compare records

and initiate corrective action if required.

Inspection completed for 2005, estimated

cost $525.

Assess development activities with reference

to the recovery plan, the EIA Guidelines for

A. pubescens and future advice from NPWS.

Environmental Services incorporated species

location into the Roadside Corridor

Management Plans.This information is

regularly referred to during the EIA stage.

Project Manager of the F5 widening and the

M5 were advised of location of A. pubescens.

Individuals were not located within the study

area for either project.

Prepare or review any relevant environmental

policies or management plans with reference

to the recovery plans and any future advice

from the NPWS.

During next review of the Maintenance EMP

for the M5, Asset Services to add references

to A. pubescens Recovery Plan with advice

from Environmental Services Representative.

Management Plans implemented. Cost for the

2005–06 financial year approximately $750.

Forward information on all planning decisions

which affect populations of A. pubescens, including

decisions that protect habitat as well as those that

lead to reduction of habitat and/or individuals,

to the NPWS.


advise Project Manager of this requirement.

RTA Project Manager to forward the

information to NPWS.

No activity has been proposed in 2005–06

that may have an impact on the species.

2 THREATENED SPECIES RECOVERY PLANS

The RTA is required by legislation to report on Threatened Species Recovery Plans (4) and their progress for the year. As per last financial year two draft

Threatened Species Recovery Plans are included.

RTA action to implement measures from the four final and two draft Threatened Species Recovery plan are tabled below:

ACACIA PUBESCENS (DOWNY WATTLE) RECOVERY PLAN

Measures Action taken to implement measures Status

APPENDICES 157



GREVILLEA CALEYI THREATENED SPECIES RECOVERY PLAN

Investigations undertaken with NPWS in

2001 to determine controls of runoff from

the other side of road.

Control of drainage runoff from Ryland Track

in Ku-ring-gai Chase National Park.

No further action required at this stage.

Sympathetic management of plants on

roadways.

Inform maintenance contractor of

appropriate maintenance techniques for

minimising damage to G. caleyi.

Known locations of G. caleyi are included on

the Roadside Corridor Management Plans.

DARWINIA BIFLORA THREATENED SPECIES RECOVERY PLAN

Endorsement of the D. biflora Threatened

Species Recovery Plan.

Comments on draft recovery plan provided

to NPWS.

Recovery Plan approved October 2004.

Public authorities will implement threat and

habitat management programs on public lands.

Threat and habitat management plan

prepared for population adjacent F3 Freeway

at Mt Colah.

Management plan prepared, the population is

relatively secure and is not under threat from

any RTA activities.

Informed environmental assessment and

planning decisions will be made.

EIA guidelines to be used when considering

any activity that may impact on the species.

NPWS to be advised of any consents or

approvals which affect D.biflora.

Advise NPWS when RTA proposals will

affect D.biflora.


that will have an impact on the species.




DUFFYS FOREST ENDANGERED ECOLOGICAL COMMUNITY DRAFT RECOVERY PLAN

RTA Recovery Team member to share

information with other Recovery Team

members to develop action plans.

Liaise with NPWS,Warringah Council, Pittwater

Council and Ku-ring-gai Council to develop the

Duffys Forest Endangered Ecological Community

Recovery Plan.

Ongoing RTA in-kind support to

the Recovery Team.

Public authorities will implement threat and

habitat management programs on public lands.

Identification of threats to populations on RTA

controlled lands. Manage threats appropriately.

Areas of Duffys Forest within RTA

controlled lands have been identified.

Sites to be included on the Roadside

Corridor Management Plans.

158 APPENDICES

Ensure that roadworks/maintenance will not cause

destruction or degradation to populations of

M.angusii.


advise relevant Project Manager of this

requirement prior to any activity that may

impact on this species.

No activity has been proposed in 2005–06 that

may have an impact on the species.

Ensure that all relevant environmental

personnel are familiar with the location of

M.angusii.

RTA Environmental Services to establish central

database for sensitive sites, including known and

potential locations of M. angusii locations. RTA

Recovery Team to brief Environmental Services

Branch on location of M.angusii populations and

potential habitat.

Locations of sensitive sites to be included on

the Roadside Corridor Management Plans.

Environmental Services Branch staff briefed on

location of populations and potential habitat.

Ensure that all site personnel are familiar with

the location of M.angusii populations and

potential habitat.

RTA Recovery Team member to provide

information to maintenance contractors

regarding identification of M. angusii, known

and potential locations of M.angusii populations

and preferred weed control methods.

Maintenance contractors advised of location,

potential habitat and preferred weed control

in population locations. Approximate cost for

2005–06 financial year $750.

Ensure that EIA surveys in areas that may

impact on M.angusii are conducted between

May and October.


advise relevant Project Manager of this



Project Manager to advise EIA Consultant of

this requirement.



Notify NPWS of any new M.angusii populations

discovered.

RTA Recovery Team member to notify NPWS

when new populations of this species

No new populations have been identified by

the RTA.


Consider the impact of any activities

undertaken within areas under control of the

RTA that are known to contain M.angusii or

are potential habitat.

RTA environment staff to advise Project

Manager and assessment staff of this species.



Liaise with NPWS,Warringah Council, Pittwater

Council and Ku-ring-gai Council to achieve and

maintain a permanent record of the location of

M.angusii populations and potential habitats.



members and update records accordingly.

Ongoing RTA involvement in Recovery Team.

MICROTIS ANGUSII (ANGUS ONION ORCHID) THREATENED SPECIES RECOVERY PLAN

2 THREATENED SPECIES RECOVERY PLANS


APPENDICES 159

ISOODON OBESULUS (SOUTHERN BROWN BANDICOOT) DRAFT THREATENED SPECIES RECOVERY PLAN

Endorsement of the I. obesulus Threatened

Species Recovery Plan.

Formal notification to NPWS. Pending sign off by Minister for the

Environment. Plan was publicly exhibited from

10 January to 4 March 2005.



members to develop action plans.

Liaise with NPWS, Hornsby Council,Warringah

Council, Pittwater Council and Ku-ring-gai

Council to manage areas with known Southern

Brown Bandicoot populations.

Ongoing RTA involvement in Recovery Team.

Environmental Services Representative

to advise relevant Project Manager of this



Project Manager to advise EIA Consultant

of this requirement.

Ensure that EIA surveys are conducted

between May and October.



3 WASTE REDUCTION AND PURCHASING POLICY

BACKGROUND

The NSW Government’s Waste Reduction and Purchasing Policy (WRAPP)

was instigated in 1997 to minimise the waste generated across all government

sectors and help increase the market for materials containing recycled content.

The RTA’s WRAPP plan was submitted to the NSW Department of

Environment and Conservation (DEC) in 1998 to document the steps that the

RTA was taking to implement the WRAPP.

The RTA has a statutory requirement under the Waste Avoidance and

Resource Recovery Act 2001 to report on WRAPP implementation within the

RTA annual report.The RTA Annual Report 2006 is the fifth such report with

this mandatory requirement and covers the 2005–06 financial year.

CONSTRUCTION AND MAINTENANCE

AvoidanceThe RTA has implemented a number of initiatives to avoid the production of

waste from construction and maintenance activities. Avoidance initiatives are

outlined within standard RTA specifications, identified within the Environmental

Impact Assessment process or may have become standard practices for some

contractors. Examples of avoidance initiatives include:

A Quality approachContractors are required to implement a quality system approach for

implementing RTA contracts.This maximises the likelihood of project works

being performed as required, thus minimising waste associated with rework

or failure of works before the end of design life. RTA specifications are

commonly used by others within the road industry, such as local councils,

providing additional waste avoidance benefits across NSW.

Balancing of earthworksDuring the initial and detailed design processes for a project, all attempts are

made to balance the amount of material required for road fills with the

amount of spoil generated from cutting activities.This reduces the need for

importing additional fill or exporting spoil from a project.

Pavement stabilisationStabilisation is the addition of binders to a road pavement material, enhancing

the material’s ability to perform its function. It can provide considerable

economic and environmental benefits when used in pavement construction

and rehabilitation. Stabilising existing materials preserves natural resources and

reduces the transportation of materials to and from sites. Stabilisation also

utilises industrial by-products such as ground granulated blast furnace slag and

fly ash from coal-fired power stations.

160 APPENDICES

Reuse of spoil – Lane Cove TunnelThiess John Holland, the company constructing the tunnel and associated

works, provided the following information regarding the project’s spoil

management:

– In total, the project works during the reporting period (July 2005 to June

2006) produced 991,723 tonnes of Virgin Excavated Natural Material

(VENM). 977,408 tonnes (98.56 per cent) were transported to and

reused at a number of facilities (including spoil storage sites and

construction sites).14,316 tonnes (1.44 per cent) of VENM were reused

within project worksites as part of construction works. Therefore the

project’s key performance indicator (KPI) of 100 per cent reuse of VENM

has been achieved during this reporting period.

– In total 280,215 tonnes of inert waste were produced during the reporting

period. 278,278 tonnes (99.31 per cent) were reused outside of the

project and transported to and reused at a number of facilities (including

spoil storage sites, construction sites, collieries and quarries).1,937 tonnes

(0.69 per cent) of inert waste were reused within the project at various

worksites.Therefore the project’s KPI of > 80 per cent reuse of spoil other

than VENM has been achieved during this reporting period.

– There were no volumes of spoil that required disposal to landfill during

the reporting period.

Reuse of Reclaimed Asphalt Pavement (RAP) wastes Considerable amounts of RAP wastes are produced during maintenance

works on asphalt road surfaces. An estimated 233,107 tonnes of RAP were

generated during maintenance works by, or on behalf of, the RTA during

2005–06. Approximately 224,548 tonnes of this material was

reused/recycled. Maintenance contractors are contractually bound to take

ownership of RAP wastes and must develop waste management plans that

minimise waste where permitted. RAP has multiple potential reuses including

within new asphalt mixes, in blended road products as natural aggregate

replacements and as fill and road shoulders.


REUSE AND RECYCLING

Initiatives to reuse excess materials from construction and maintenance

activities include:

North Kiama BypassThe 7.6 kilometre Nor th Kiama Bypass construction project

demonstrated significant reuse of excess site materials and wastes from

local industry. The design of the bypass included a major cutting

through high quality basalt. Whilst the material could have been

crushed and used in the works, the quantity was far in excess of the

project’s needs and the inefficiency of mobile crushers meant that on-

site use of the materials was not feasible. Approximately one million

tonnes of high quality basalt was excavated from the project and

exported for higher value local reuses including the reconstruction of

the Lake Illawarra entrance, construction of the Shell Cove marina,

manufacture of rail ballast and reuse at nearby quarries.

The project imported approximately 750,000 tonnes of recycled

materials from local industry. Approximately 455,000 tonnes of waste

quarry fines were imported from local quarries for use within the

project’s select material zone, reinforced soil walls and embankment fill.

These quarry fines, a by-product of the crushing process, had a very

limited market and were effectively a quarry industry waste product.

This quarry waste did not require stabilisation, saving approximately

2,000 tonnes of lime.

The project imported significant quantities of blast furnace slag, a by-

product of the Port Kembla steel making process. Approximately 70,000

tonnes of slag aggregate was used within the asphalt pavement surface,

providing greater skid resistance than asphalt utilising the most common

natural aggregate (basalt).170,000 tonnes of crushed slag was also used in

the pavement layers below the asphalt surface.

APPENDICES 161

ESTIMATES OF THE MAJOR WASTE MATERIALS PRODUCED AND REUSED/RECYCLED (Data is not available for all construction and maintenance projects)

Estimated Estimated quantity of waste quantity recycled

Material produced(tonnes) or reused (tonnes) Comments

Vegetation waste 31,412 17,641 Includes:

28,931 tonnes from maintenance projects (52% reused).

2,481 tonnes of construction project vegetation wastes were mulched.

No information was available for the total amount of vegetation cleared for

construction projects.

Concrete 24,252 4,799 No information was available for construction projects.

Fill/ VENM 3,443,047 3,332,192 Includes all excavated materials – information not available on VENM component

of excavation.These figures estimate the total amount of materials excavated within

projects. Road designers endeavour to balance earth works so that there is no spoil

(excess of excavated material) or import (material that needs to be brought to the

site).The quantity of material that is excavated on a road project is designed to be

as close as possible to the quantity that is required to be placed on the project,

including landscaping quantities and utilising any unsuitable material where possible.

Materials extracted from cuts located and sized to meet specific fill requirements

within a project are considered by the RTA to be materials excavated for use (not

‘reuse’) within projects. However these materials have been identified in this table

as ‘waste produced’ and ‘waste reused’ for reporting purposes.

Asphalt 238,016 229,276 Nearly all reported asphalt wastes were from maintenance activities.

CONSTRUCTION AND MAINTENANCE SPECIFICATIONS

RTA construction and maintenance specifications promote waste

minimisation and the purchase of materials with recycled content, as follows:

G34 specification for maintenance works – requires contractors to

propose materials and products with recycled content where cost and

performance competitive and environmentally preferable to the non-

recycled alternative.

G35 and G36 for construction works – requires contractors to propose

recycled-content materials where cost and performance competitive and

at least the environmental equivalent of the non-recycled alternative.The

cost competitiveness of a product or material must be assessed on a

project lifecycle basis, considering issues such as impacts on construction

practices and future maintenance and disposal requirements.

RTA specifications with specific allowances for the use of recycled materials,

or greater material recyclability at end-of-life, include:

RTA R116 specification allows up to 15 per cent RAP within asphalt. RTA

issued a Technical Direction in August 2005 to allow for an increase from

15 per cent to 20 per cent in the proportion of RAP within asphalt other

than surface layers. Further increases beyond this will be considered when

performance implications of the current amendment are demonstrated.

RTA 3051/3052 specification allows for the use of recycled materials

within base and sub-base of pavements.

RTA 3071 specification allows for recycled

content within selected formation material.

RTA 3252 specification allows use of scrap

rubber within certain modified binder classes.

RTA M525 allows for the use of slag (a by-product of the iron making

process), crushed concrete, crushed bricks and crushed reclaimed asphalt

pavement within road shoulders.

RTA R178 allows stockpiling and reuse of soil from site and the use of

cellulose fibre mulch, which must be produced from pinus radiata plantation

timber or from recycled paper.

Various concrete specifications allow for the use

of fly ash, slag and silica fume within concrete mixes.

RTA R50 allows for the use of slag/lime blends

for stabilisation of earthworks.

RTA R73 for heavily bound pavement course permits the use of recycled

materials as aggregates and binders at depths of around 170 to 300 mm

within pavements.

162 APPENDICES

RTA R75 allows mechanical incorporation of existing pavement with

binding agents (by-products of the steel and electricity industries).

RTA G38 and G39 allows for the use

of recovered water for road projects.

RTA R63 permits the use of recycled materials

in the manufacture of geotextiles.

RTA R141 allows for the use of recycled glass

reflective beads for road linemarking.

RTA M317 and M318 require reuse of onsite materials

for landscaping, with any shortfall made up by waste woodchips.

RTA specification 2380 Timber for Bridges has been

revised to minimise the use of treated timbers.

For further information on these and other RTA specifications, please visit

www.rta.nsw.gov.au/doingbusinesswithus/specifications/

Research and development

RTA research and development projects for 2005–06 included:

Scrap rubber asphalt

The RTA and DEC commenced a joint project in 2003 to develop a Code

of Practice and specification for the manufacture and handling of asphalt

containing finely ground scrap rubber and to promulgate its commercial

application.Once finalised, the Code of Practice and specification are expected

to provide an industry-wide standard that would enable uptake of this

valuable and technically proven technology. It is particularly suitable for use in

overlaying fatigued/cracked pavements, and can also be used as a durable

crack resistant asphalt surface on new construction works. RTA field trials and

studies have demonstrated that scrap rubber asphalt not only extends road

life and enables thinner pavements but may also reduce road traffic tyre noise.

Manufactured sands

Traditional sources of natural sands continue to diminish so there is

increasing need to consider alternative materials such as industrial by-

products and recycled materials. This project’s objective is to revise

specification acceptance criteria and associated test procedures for natural

and manufactured sands for asphalt and concrete mixes. During 2005–06

extensive laboratory trials continued on a range of concrete mixes to assess

the acceptability of selected test methods. In 2006–07 testing will expand to

include testing of manufactured sands that are used in asphalt applications.

Recycled crushed glass within concrete

This joint project with DEC commenced in 2005 to assess the performance

of recycled crushed glass fines as partial cement and sand replacements

within concretes used for road pavement construction and related civil

works. Laboratory trials have demonstrated that crushed glass may be used

as a partial sand replacement at rates of up to 300 kg per cubic metre of

road pavement concrete without a significant reduction in the concrete’s

technical performance. Laboratory trials of glass as a partial cement

replacement are in progress. The project may establish a significant high-

value, high volume market for glass fine wastes that are currently landfilled

(estimated up to 100,000 tonnes per year in the greater Sydney region).

ESTIMATED PURCHASING OF MATERIALSThe following table provides estimated quantities of materials purchased for construction and maintenance

(data is not available for all construction and maintenance projects).

Estimated total total Estimated quantity purchased/quantity purchased/ used with recycled

Material used (tonnes) content (tonnes) Comments

Landscaping 4,506 3,322 Includes 4,421 tonnes from maintenance projects (67% was reported as recycled

materials content). It has been assumed that straw mulch and hydromulch contain 100%

recycled content.

Concrete 112,393 Not available Excludes concrete pipes. More than 90% of the concrete used within pavements

contains fly ash, averaging 3.4% of the total concrete mass.

Fill/ VENM 719,560 Not available Information was not available on the recycled content of imported fill and

VENM materials.

Asphalt 695,120 353,560 Assumed density of asphalt is 1.65 tonnes per m3.


APPENDICES 163

OFFICES

AvoidanceInternet and intranet sites

The RTA has well established and popular internet and intranet

sites. Receiving more than 11 million visits in 2005–06, the RTA

website provides the public with access to RTA publications in an

electronic format, reducing paper use and travel to attend motor

registries. Online services include renewal of vehicle registration,

ordering of customised number plates, booking licence tests,

changing address details, checking demerit points and an interactive

practice test of road rules. Numerous information sources such as

annual reports, educational materials, safety brochures and

environmental impact statements are also available on the website.

The following table highlights some of the most popular RTA

publication downloads. If customers choose not to print the

downloaded documents, there is the potential to avoid tonnes of

paper usage.

Most popular RTA publication downloads (January – June 2006)Driver Knowledge Test Questions – Class C (Car) Licence

Road User Handbook – English

Hazard Perception Handbook

Driver Qualification Handbook (screen version)

Driver Qualification Handbook (print version)

Heavy Vehicle Drivers’ Handbook

The RTA’s intranet site is a key tool for internal RTA communications with document

search, corporate news, phone directories and other information available online,

reducing the need for paper documents.

Reuse and recyclingToner recycling

The RTA collected and sold 763 toners for remanufacture during 2005–06.

An additional 2,137 kg of printing materials such as toners, bottles, drums and

ribbons were collected from around the state and sent for recycling.

RTA computer use

1,160 personal computers and 1,371 monitors were returned to the lessor

company. Twenty-two owned personal computers and seven monitors were

sent to auction. No other disposal methods were used during 2005–06.

PURCHASE OF RECYCLED CONTENT MATERIALSThe majority of the RTA’s office products were ordered through a single supply contract during the year.This allowed easy compilation of the majority of office

consumable purchases for this report. However, consumables purchased directly from other equipment suppliers – such as toners ordered directly from printer

suppliers – have not been included within the table below.

Total quantity Total quantity Office Total quantity purchased with percentage with Consumable purchased recycled content recycled content Comments

Printing and 621 tonnes 39 tonnes 6.3% Figures were available for the seven months commencing

publications paper December 2005 (when new supply contracts commenced).

These figures were pro-rated to estimate 12 month totals.

A4 paper 86,319 reams 10,676 reams 12.4% Note that the recycled content of A4 paper is expected to

significantly increase in 2006–07 because a new supply

contract for multifunction printer/copier/fax devices will use

60% recycled content paper.

A3 paper 2,288 reams 0 0%

Coloured or 1,311 items 0 0% Coloured paper is not available with recycled content.

tinted paper

Diaries 4,176 items 0 0% No diaries available with recycled content

A4 pads and 13,559 items 1,077 8%

notebooks

Toner cartridges 9,534 cartridges 108 1.1% This includes fax, inkjet cartridges and printer ribbons.

Post-it Notes 2,150 packets of 12 17 packets of 12 0.8%

Envelopes 18,322 boxes of 500 820 boxes of 500 4.5% Some figures were available for the seven months commencingDecember 2005 (when new supply contracts commenced).These figures were pro-rated to estimate 12 month totals.

164 APPENDICES

4 COMMITTEES AND SIGNIFICANT ADVISORY GROUPS

The RTA has recently entered into a contract for the supply of multifunctional

devices that provide an integrated photocopy, printer and fax. A key

requirement of this contract is the supply of consumables associated with

these devices, such as paper and toners. It is a contractual requirement for the

supplier to use Australian made recycled paper with 60 per cent recycled

content, dramatically increasing the RTA’s use of recycled content paper.

Imported yellow paper with recycled content will be used for faxes. Specialty

paper (which may not have recycled content) may be used in certain

circumstances such as colour printing.

All other office products, including an ‘environmentally friendly’ range, are

available on the current centralised office consumables contract. Where

these products have a comparable use and costing they have been hard-

substituted.

CONCLUSION

The RTA is progressing its efforts to:

Increase purchases of recycled content construction/maintenance and

office products, where economically and technically viable.

Undertake research and development and guideline development to

improve the ability of the RTA and others to maximise reuse of materials

in construction/maintenance activities.

Improve the management of excess office and construction/maintenance

materials.

The RTA will report annually to the public on our success in promoting the

efficient use, reuse and recycling of resources and the minimisation of waste.

RTA staff are members of various committees and advisory groups. A list of

significant committees and advisory groups can be found below.

The Value for money chapter details information on Austroads and the

Australian Transport Council.

The Road Freight Advisory Council (previously reported) did not meet

during 2005–06.

ROADS AND TRAFFIC ADVISORY COUNCIL (RTAC)

Established under the Transport Administration Act 1988, the RTAC advises

the RTA and the Minister for Roads on:

The promotion of traffic safety.

Improvements in the movement of traffic.

Improvements in the movement of freight.

Requirements of vehicle drivers.

Requirements for roads and vehicles.

Promotion of industrial development, primary production

and tourism in relation to roads and traffic.

Protection of the environment in relation to roads and traffic.

Roads and traffic legislation.

Any other matter relating to roads and traffic that

the council considers appropriate.

Membership of the RTAC is by appointment by the Minister for Roads and

comprises representatives from various organisations. As at 30 December

2005, the council comprised:

Councillor Allan Smith (Chair) representing the Local Government

Association of NSW and Shires Association of NSW.

Mr David Anderson representing the NSW road freight industry.

Mr Peter Steele representing the NRMA Limited.

Mr Warrick Irvine representing the Labor Council of New South Wales.

Emeritus Professor Ron Huckstep representing the medical

profession.

Ex-officio members:

Chief Executive of the Roads and Traffic Authority.

Director-General of the Department of Planning.

Director-General of the Ministry of Transport.

Commissioner of New South Wales Police Service.

Note.These appointments expired on 31 December 2005.


APPENDICES 165

ROAD SAFETY TASK FORCE

The Road Safety Task Force was established by the Minister for Roads in

January 2001 following an increase in fatalities in 2000, and especially a sharp

increase in the Christmas/New Year period that year. It was convened to

bring individual views, experience, knowledge and skills from a group of road

safety experts, and to make recommendations for improving the

effectiveness of road safety interventions and initiatives to reduce the road

toll over time.

Members:Mr Mike Hannon, Roads and Traffic Authority (Chair).

Mr Peter Steele, NRMA Motoring and Services.

Mr David Bowen, Motor Accidents Authority.

Mr Les Tree, Ministry for Police.

Chief Superintendent John Hartley, NSW Police.

Professor Danny Cass, Children’s Hospital Westmead.

Dr Jane Elkington, Health consultant.

Dr Julie Hatfield, University of New South Wales.

Mr Brad Welsh,Youth Advisory Council (from February 2005).

GOVERNMENT AGENCIES ROAD SAFETY COUNCIL (GARS)

GARS was established to:

Coordinate government road safety initiatives consistent with the goals

outlined in the Road Safety 2010 strategy.

Keep abreast of road safety developments in partner agencies that may

have an impact on member organisations.

Monitor and evaluate against road safety goals and targets.

Examine the analysis of up-to-date trends of road deaths and injuries

and crash-related problems and discuss the potential for joint

countermeasures.

As at 30 June 2006, the Council comprised:

Mr Mike Hannon, Roads and Traffic Authority (Chair).

Mr John Feneley, Attorney General’s Department.

Chief Superintendent John Hartley, NSW Police Service.

Ms Pam Albany, NSW Health.

Ms Caroline Boden, Independent Transport Safety and Reliability

Regulator.

Mr David Bowen, Motor Accidents Authority.

Mr Rob Randall, Department of Education and Training.

Mr Garry Payne, Department of Local Government.

Mr Michael Bushby, Roads and Traffic Authority.

Dr Soames Job, Roads and Traffic Authority.

Mr Luke Grant, Department of Corrective Services.

Ms Jenny Thomas, NSW WorkCover.

Ms Gillian Calvert, NSW Commission for Children and Young People.

Mr Steve Merritt, NSW Department of Aboriginal Affairs.

Mr Ken Browne, NSW Department of Gaming and Racing.

NSW BICYCLE ADVISORY COUNCIL (NSW BAC)

The Bicycle Advisory Council was established to advise the Minister for

Roads, through the RTA Chief Executive, on all matters concerning bicycle

use, cyclist safety and bicycle facilities.

The NSW BAC was originally composed of officio members with the

exception of the Chair :

Chairman (independent member, also

representing local government).

Bicycle NSW.

Newcastle Cycleways Movement.

NSW Police.

A senior officer of the RTA.

A senior officer of the Department of Transport.

The chair of the BAC is appointed by the Minister for Roads with the right

of direct access to the Minister as well as to the Chief Executive of the RTA.

The current Chairman is Cr Patricia Gould (Albury City Council) who also

represents the Local Government and Shires Association.

LOCAL GOVERNMENT LIAISON COMMITTEE

The RTA Local Government Liaison Committee’s role is to enhance

communication and promote cooperation between the RTA and local

government on road and traffic issues of mutual interest.

During 2005–06 the Committee discussed a broad range of issues including

funding assistance for Regional Roads, AusLink, the Roads to Recovery

Program, clustering and a road classification review. The Committee also

received regular updates on the progress of the Single Invitation Contract

arrangements and benchmarking of road maintenance.

Membership comprises:

Mr Mike Hannon, Acting RTA Chief Executive (chair).

Mr Brian Watters, Acting Director, Road Network Infrastructure.

Dr Soames Job, General Manager, Road Safety Strategy Branch

representing Director, Road Safety, Licensing and Vehicle Management.

Mr Phil Margison, Acting Director,Traffic and Transport.

Mr David Stuart-Watt, Director, Operations and Services.

Councillor Genia McCaffery, Local Government Association of NSW

President.

Councillor Col Sullivan OAM, Shires Association of NSW President.

166 APPENDICES

Councillor Barry Johnston OAM, Chairperson of the Associations’ Roads

and Transport Committee.

Bill Gillooly AM, Executive Director of the Local Government

Association of NSW and the Shires Association of NSW.

STATE ROAD AUTHORITIES PROJECT

MANAGEMENT EXECUTIVE

The executive’s purpose is to provide mutual support to State Road

Authorities (SRAs) to ensure the cost effective delivery of projects to the

community.This executive has a membership of senior executives of all SRAs

including New Zealand and the Australian Capital Territory.

AUSTRALIAN ROAD FORUM

The Australian Road Forum (ARF) is a national peak body for Australia’s

roads. It is the Australian affiliate of the International Road Federation and

provides a forum for information exchange, policy development and

advocacy for stakeholders within the Australian Road Sector. Membership

includes SRAs such as the RTA and Qld Main Roads. Private industry groups

such as Boral, Shell and Transurban are also represented.

TRANSPORT CERTIFICATION AUSTRALIA LIMITED

Transport Certification Australia Limited (TCA) is a public company whose

purpose is to support the development and implementation of the

Intelligent Access Program (IAP) and ensure that IAP service providers are

certified and audited.

TCA has a membership that comprises Australian state and territory road

transport and traffic authorities and the federal Department of Transport

and Regional Services. It is governed by a board of directors who are

responsible for setting the strategic direction, supporting strategies and

operating performance objectives of the TCA. The RTA’s Michael Bushby,

Director, Road Safety, Licensing and Vehicle Management, is the TCA board

member for NSW.

ARRB GROUP LTD

The ARRB Group Ltd. was created to serve the Australian national research,

technical information and technology development needs of its members.

Organisations that provide membership for ARRB Group Ltd are:

Roads and Traffic Authority of New South Wales.

VicRoads (the Roads Corporation of Victoria).

Department of Infrastructure, Energy and Resources,Tasmania.

Transport South Australia.

Department of Main Roads, Queensland.

Main Roads,Western Australia.

Commonwealth Department of Transport and Regional Services.

Department of Infrastructure, Planning and Environment,

Northern Territory.

Department of Urban Services, Australian Capital Territory.

Australian Local Government Association.

Transit New Zealand.

4 COMMITTEES AND SIGNIFICANT ADVISORY GROUPS

APPENDICES 167

5 SENIOR EXECUTIVE PERFORMANCE STATEMENTS

RTA SENIOR EXECUTIVE SERVICE

PROFILE OF POSITIONS

SES Level 2002–03 2003–04 2004–05 2005–06

CEO under S.11A# 1 1 1 1

Level 6 2 2 5 6

Level 5 4 4 2 2

Level 4 7 8 10 10

Level 3 14 15 14 14

Level 2 16 14 12 12

Level 1 0 0 0 0

Other 0 0 0 0

Total 44 44 44 45*

Note:The number of SES positions occupied by women in the current year

was five, of which one left in December 2005.

#CEO position is listed under S.11A of the Statutory and Other Officers

Remuneration Act 1975.

* One of these is a short term position for a fixed period only.

Name: Mike HannonPosition: Acting Chief Executive

Level: 8

Period in position: October 2005 – June 2006

Total remuneration package: $335,201

Mr Hannon assumed the acting role of Chief Executive on 28 October 2005

and acted in this position until 30 June 2006. During the period Mr Hannon

continued to focus on delivering a safe, sustainable and efficient road

transport system. He directed a range of significant policy and infrastructure

activities in support of the NSW Government priorities and led

improvements to the RTA’s internal business operations.

Mr Hannon oversaw the enhancement of the strategic partnership with the

Australian Government that has resulted in the signing of a Memorandum

of Understanding between the Australian and NSW Governments for the

$800 million duplication of the southern section of the Hume Highway and

a package of works totalling $160 million on the Pacific Highway. He also led

the implementation of the AusLink Development and Maintenance Program

on major routes throughout the State.

Mr Hannon led the RTA’s involvement with other transport and planning

agencies such as the Ministry of Transport, the Department of Planning and

the Department of Environment and Conservation to ensure that a whole

of government focus was placed on providing infrastructure as part of a

sustainable land use system, particularly in the north western and south

western growth areas of Sydney.

Mr Hannon ensured the delivery of a range of major infrastructure projects

such as the Westlink M7 project, the Taree to Coopernook section and

Coopernook Bypass sections of the Pacific Highway and the North Kiama

Bypass on the Princes Highway. He also oversaw the completion and

opening of the Sea Cliff Bridge on Lawrence Hargrave Drive.

Under Mr Hannon’s leadership the $798 million Infrastructure Maintenance

Program delivered resurfacing, patching, and rehabilitation of road

pavements; as well as rest area, slope stability and drainage improvements

and bridge works.

Mr Hannon continued the RTA’s traffic management initiatives with the

enhancement of incident response and network management

systems to provide consistent travel times for motorists, particularly in peak

times. He managed the rapid expansion in the use of electronic toll tags that

improve traffic flow and reduce travel times at toll plazas. As at June 2006

357,000 RTA electronic toll tags were in use.

Mr Hannon facilitated implementation of the first of 43 strategic bus

corridors between Miranda and Hurstville and Bankstown and Liverpool.

He also oversaw continuing construction of the North-West T-way.

Mr Hannon supervised the delivery of enhanced facilities for bicycles and

pedestrians.The opening of the Westlink M7 project included 38 overpasses

and underpasses to maintain local access for pedestrians, cyclists and

motorists and almost 40 kilometre of off-road pedestrian and cycle path.

Construction commenced on pedestrian bridges at Canterbury Road,

Canterbury and King Georges Road,Wiley Park.

Mr Hannon led the delivery of a range of road safety programs. The

combination of engineering, enforcement and education programs have

resulted in a 2005 calendar year road toll of 508 and fatality crash rate of

7.5 per 100,000 population.

Mr Hannon has overseen the implementation of Australian-first technology

that will allow the speed limit on the F3 Freeway between the Hawkesbury

River and Mount White to be automatically varied depending on the

weather.This section of road has a history of wet weather crashes.

The sponsorship of the NSW cricket team, the SpeedBlitz Blues continued.

This sponsorship is aimed at raising awareness of the dangers of speeding,

particularly among young males – who remain the most at-risk group on

the roads. The SpeedBlitz Blues On the Road program has visited more

than 12,500 students at more than 60 high schools across NSW since it

began in 2003. This program complements a range of behavioural

marketing campaigns focussing on driver fatigue, speeding and drink driving.

2006 saw the launch of the Paranoia commercial that taps into the fear and

guilt that drink drivers experience and explores their anxiety, restlessness

and fear of getting caught.

Improvements in child road safety were overseen by Mr Hannon with the

168 APPENDICES

development of a package of safety enhancements for school zones.

Additional road safety initiatives included review of fines and demerit points

to improve the current scheme, and opening of a new RTA Crashlab facility

at Huntingwood to provide world-class vehicle and safety equipment

research and testing services.

Mr Hannon also drove improvements in the delivery of customer service

to RTA clients. In particular the enhancements to the RTA website as a

key public communication and business channel has seen significant,

sustained growth in online transactions. In 2005–06 the RTA conducted

about 17 million licensing and registration transactions.

Mr Hannon actively led the reform of the RTA’s structure and

business process. He oversaw changes to make RTA’s structure more

integrated and efficient, including amalgamation of technical services

functions, introduction of an internal alliance arrangement for maintenance

works and establishment of a new Camera Enforcement Branch. He led a

suite of improvements to the planning and implementation of major

infrastructure projects and oversaw the streamlining and simplifying of

financial and administrative operating processes.

Mr Hannon was the NSW representative attending meetings of the

Standing Committee of Transport and the Austroads Council. Mr Hannon

facilitated the hosting of the Australian Transport Council meeting held in

Sydney in June 2006. He was a member of the Chief Executives Committee

and was actively involved in the Chief Executive Network meetings.

Name: Paul ForwardPosition: Chief Executive

Level: 8

Period in position: 1 July 2005 – 27 October 2005

Total remuneration: $372,350

Mr Forward served as Chief Executive from 1 July until he stepped aside

from his position on 27 October 2005.

Under Mr Forward’s leadership, the RTA continued to focus on delivering a

safe, sustainable and efficient road transport system. Mr Forward directed a

range of significant policy and infrastructure activities in support of the

NSW Government priorities and led various improvements to the RTA’s

internal business operations.

Mr Forward led the continued development of key routes, including the

Pacific Highway, Great Western Highway, Princes Highway and Windsor

Road. He oversaw the continued construction of the Sea Cliff Bridge near

Wollongong under innovative alliance contracting arrangements. Mr

Forward also facilitated a competitively selected alliance model on Windsor

Road to mitigate the potential risks to delivery that exist under a

conventional contract.

Under Mr Forward’s leadership work continued on major public-private

partnership projects. Construction was completed on the Cross City Tunnel

and continued on the Westlink M7 and the Lane Cove Tunnel. Mr Forward

also represented the RTA at the Parliamentary Inquiry into the Cross City

Tunnel.

Mr Forward further developed the strategic partnership with the Australian

Government and oversaw the development of the AusLink agreement

which was signed on 29 September 2005.

Mr Forward oversaw the efficient management of daily traffic incidents and

special events, utilising advanced technology such as the Sydney Coordinated

Adaptive Traffic System (SCATS) to improve travel time reliability for NSW

commuters.Traffic management initiatives and network development activity

have ensured that travel times across Sydney have remained consistent

despite annual increases in traffic volumes. Mr Forward ensured coordinated

involvement with other transport agencies in implementing priority routes for

buses with the greatest potential for growth in patronage.

Mr Forward led various initiatives to improve road safety. In

particular the implementation of two key initiatives from the Young Driver

Discussion paper that will enhance the safety of young drivers – limiting

disqualified provisional drivers to carrying one passenger for a twelve month

period from the reissue of a licence, and restricting provisional drivers from

driving certain vehicles. These include eight-cylinder and turbo-charged

petrol vehicles.

Mr Forward oversaw the successful development of the new

compliance and enforcement provisions for heavy vehicles. Key to these

reforms was the implementation of provisions that will hold all parties in the

transport chain accountable for compliance of heavy vehicles and their

drivers. Mr Forward also oversaw the development of legislation to apply

sanctions to heavy vehicle operators who allow their vehicles to travel at

excess speed due to faulty or non-functioning speed limiters.

Mr Forward led the RTA’s participation in the development and

implementation of the Intelligent Access Program.This Program will improve

compliance and reduce the risk to road infrastructure and road safety of

specific vehicle combinations. Mr Forward served as the inaugural chairman

of the National Intelligent Access Program certifying body Transport

Certification Australia.

Under his direction development continued on a new RTA Crashlab,

which will provide state of the art testing facilities for investigations into

motor vehicle safety.

Mr Forward oversaw the continuing business reform activities and led the

drive for greater internal efficiencies by introducing significant changes to

streamline processes and reduce duplication and waste.

Mr Forward actively led the RTA’s drive to deliver best practice internal and

external communications. He oversaw further development of the RTA’s

website which has become the most visited State government website in

Australia.

As the NSW representative, Mr Forward attended meetings of the Standing

Committee and National Transport Agency Chief Executive Committee. He

was the Chairman of Austroads, a member of the Chief Executives Committee

and was actively involved in the Chief Executive Network meetings.


APPENDICES 169

Name: Mike HannonPosition: Director,

Road Network Infrastructure

Level: 6

Period in position: 1 July – 27 October 2005


Mr Hannon occupied his substantive role for the first four months of the

reporting period following which he acted as Chief Executive of the RTA.

During this period Mr Hannon continued to focus on the RTA’s strategic

direction and government priorities, overall management of the Road

Network Infrastructure (RNI) programs, and the implementation of

appropriate links between programs within RNI and with other directorates.

He further developed and maintained strategic partnerships with the

Australian Government, contractors, consultants and industry associations.

Specifically he coordinated successful negotiations with the federal

Department of Transport and Regional Services on the AusLink bilateral

agreement which was signed on 29 September 2005.He managed the impacts

of AusLink on RNI’s programs. Mr Hannon oversaw management of key road

planning strategies to develop sustainable land use and transport solutions in

consultation with the Department of Planning, Department of Environment

and Conservation and transport agencies.

Mr Hannon also led and managed the directorate’s involvement in major

projects such as T-ways, major works on the Pacific, Princes and the Great

Western Highways and on the Windsor Road project. Strategic projects

completed during his tenure included Castlereagh Highway, Lidsdale to Coxs

River (October 2005). Other strategic projects that he led close to completion

during this period included:

Sunnyholt Road, James Cook Drive to Quakers Hill Parkway (completed

December 2005).

Camden Valley Way, Bernera Road to M5 Motorway

(completed December 2005).

F5 Hume Highway, Camden Valley Way to Brooks Road,

southbound carriageway (completed December 2005).

Lawrence Hargrave Drive, reconstruction between Clifton and Coalcliff

(completed December 2005).

Princes Highway, North Kiama Bypass (completed December 2005).

Olympic Highway, Gerogery rail overpass (completed December 2005).

His continuing management of the $798 million Infrastructure Maintenance

Program ensured road infrastructure is maintained to meet community

needs. Major ongoing initiatives under Mr Hannon’s leadership include the

directorate’s involvement in delivering the Asset Renewal Program, the

Rebuilding Country Roads Program, and the NSW Government Road

Maintenance Reform Package.The completion of the new Sea Cliff Bridge by

the Lawrence Hargrave Drive Alliance was a major achievement under this

program. Damage restoration resulting from recent natural disasters was

also completed at a cost of over $40 million.

Mr Hannon chaired the Maintenance Contracting Reference Committee,

comprising representatives from the Local Government Shires Association,

Institute of Public Works Engineers Australia, Municipal Employees Union

and the RTA, managing implementation of Single Invitation Contracts for the

maintenance of State Roads.

He led and managed the development of the RTA’s urban design policy.

Further initiatives to promote this policy in 2005–06 included developing

RTA urban design frameworks for the Great Western Highway and Windsor

Road, Camden Valley Way and Richmond Road.

Under Mr Hannon’s leadership, initiatives in 2005–06 included implementing

the Lawrence Hargrave Drive Alliance to develop a solution to the reopening

of Lawrence Hargrave Drive; the Windsor Road Upgrade, a competitively

selected alliance; and progressing tenders and contracts for significant projects

being delivered by the DCM model.

Mr Hannon also resolved a number of contract disputes escalated to him in

his role as principal.

Name: Brian WattersPosition: Acting Director,

Road Network Infrastructure

Level: 6

Period in position: 28 October 2005 – 30 June 2006


Mr Watters assumed the acting role of Director, Road Network Development

four months into the reporting period. He continued a focus on the RTA’s

strategic direction and government priorities, overall management of the Road

Network Infrastructure (RNI) programs and implementation of appropriate

links between programs within RNI and other directorates.

He maintained strategic partnerships with the Australian Government,

contractors, consultants and industry associations. Mr Watters managed

implementation of the AusLink development and maintenance programs. In

addition he negotiated a Memorandum of Understanding between both

governments for the $800 million duplication of the southern Hume Highway,

and a $160 million acceleration of the Pacific Highway upgrade.

Mr Watters also led and managed the directorate’s involvement in major

projects such as transitways, major works on the Pacific, Princes and the Great

Western Highways and on the Windsor Road program. Strategic projects

completed under Mr Watters’ leadership include:

Sunnyholt Road, James Cook Drive to Quakers Hill Parkway

(December 2005).

Camden Valley Way, Bernera Road to M5 Motorway (December 2005).

F5 Hume Highway, Camden Valley Way to Brooks Road, southbound

carriageway (December 2005).

Narellan Road, replacing roundabouts with signals at Wentworth Drive

and at Mount Annan Drive (February 2006, April 2006).

Pacific Highway, Coopernook deviation (March 2006).

Lawrence Hargrave Drive, reconstruction between Clifton and Coalcliff

(December 2005).

Princes Highway, North Kiama Bypass (December 2005).

Queanbeyan Northern Heavy Vehicle Route (April 2006).

Olympic Highway, Gerogery rail overpass (December 2005).

New England Highway, Devils Pinch realignment (April 2006).

Newell Highway, Ardlethan realignment (February 2006).

He continued to lead the management of the $798 million Infrastructure

Maintenance Program to ensure the road infrastructure is maintained to

meet community needs. Major initiatives that continued under Mr Watters’

leadership include RNI’s involvement in the delivery of the Asset Renewal

Program, the Rebuilding Country Roads Program and the NSW Government

Road Maintenance Reform Package. The completion of the new Sea Cliff

Bridge by the Lawrence Hargrave Drive Alliance was a major achievement

under this program. Restoration of damage resulting from recent natural

disasters was also completed at a cost of over $40 million.

He continued to lead and manage the development of the RTA’s urban

design policy. Initiatives to promote this policy in 2005–06 included

developing the RTA Noise Wall Design Guidelines and continuing the

development of RTA urban design frameworks for the Great Western

Highway and Windsor Road, Camden Valley Way and Richmond Road. The

RTA’s urban design policy was applied on all road and motorway projects,

with the recently completed Westlink M7, North Kiama Bypass and the Sea

Cliff Bridge (Lawrence Hargrave Drive) demonstrating how engineering,

urban design and environmental criteria can be successfully integrated.

Under Mr Watters’ leadership improvements to project management were

accomplished by:

Development and enhancement of systems, procedures and policies for

the delivery of road projects.

Enhancement of the skills of project managers.

Providing specialised advice and support in the

areas of estimating and road construction.

The review of estimates for major projects.

Mr Watters led the RTA’s contributions to whole of government planning

initiatives such as the Metropolitan Strategy and the State Infrastructure

Strategy.

Name: Michael BushbyPosition: Director, Road Safety, Licensing

and Vehicle Management

Level: 6

Period in Position: 2005–06

Total Remuneration Package: $252,551

Several significant road safety initiatives have been implemented under Mr

Bushby’s direction. These include the introduction of compliance and

enforcement legislation to improve road transport safety responsibility

through the Road Transport (General) Act 2005. The improvements enforce

load restraint, mass and dimension requirements for heavy vehicles, as well

as fatigue and driving hours obligations. Other initiatives included a trial of

reduced speed limits in wet weather, evaluations of the in-car digital speed

cameras and flashing lights in school zones and reviews of speed limits and

40 km/h school zones.

Improvements in child road safety were overseen by Mr Bushby with the

development of a strategic plan for school zones and flashing lights. In

addition school crossing supervisors became permanent employees of the

RTA. Additional road safety initiatives included the release of a young driver

discussion paper that led to new laws to improve the safety of younger

drivers, a review of fines and demerit points to improve the current scheme

and opening of a new RTA Crashlab facility at Huntingwood to provide

world-class vehicle and safety equipment research and testing services.

In 2005–06, Mr Bushby continued to lead a range of State funded crash

related, mass action improvements across NSW, including blackspot

treatments. This program continued to implement improvements to road

safety that yield high economic returns and provide a road network that is

designed, built, and maintained to stringent safety standards.

The enhanced enforcement program continued to operate successfully

under Mr Bushby’s management. NSW Police were given support to extend

the hours of visible police enforcement activity to deter drivers and other

road users from unsafe behaviour.

Mr Bushby played a significant role in improving the safety of road freight

transport in NSW.The Road Transport Legislation (Speed Limiters) Amendment

Act 2005 was proclaimed on 24 November 2005.This Act places sanctions on

operators who allow their heavy vehicles to travel at excess speed due to

faulty or nonfunctioning speed limiters. An amendment to the Road Transport

(General) Regulation 2005 was also completed. It allows for penalty notices to

be issued for breached of mass requirements on bridges and roads.

Improved efficiencies in road freight in NSW developed under

Mr Bushby’s leadership including the introduction of the Intelligent Access

Program. This program is an agreed expansion of the Higher Mass Limits

network between the Australian and NSW Governments as part of the

AusLink funding agreement. Other heavy vehicle initiatives included a $2.78

million replacement of heavy vehicle testing equipment at 14 Heavy Vehicle

Inspection Stations across NSW and a new electronic interface for

transferring traffic infringement notices to the Infringement Processing

Bureau.

Customer service enhancements under Mr Bushby’s supervision included

extending several online services to 24 hours a day, seven days a week the

successful rollout of online self service kiosks at seven motor registries and

international information security standard accreditation for the Newcastle

Call Centre.There was also a successful pilot of ‘Dealer Online’ in a rollout

to 50 Authorised New Vehicle Inspection Scheme motor dealers, enabling

the processing of certain registry transactions online and a 52 per cent

expansion of the online agency network for local councils.

Mr Bushby oversaw the introduction of the NSW Photo Card as a form of

170 APPENDICES


APPENDICES 171

identification for those without a NSW driver licence, changes to eyesight

testing for all C and R licence holders and the establishment of a specialist

proof of identity group to help discourage identity fraud. In addition the

Centrelink online validation system, introduced into motor registries and

council agencies, ensures customers receive appropriate benefits, and has

resulted in significant savings.

Other strategic initiatives under Mr Bushby’s leadership in the areas of vehicle

emissions and number plates included completion of the Diesel Retrofit

Demonstration project for older heavy vehicles and Clean Fleet pilot program

to reduce vehicle emissions. A new range of metallic number plates were

released in August 2005.

In 2005–06, Mr Bushby chaired the Workforce Capability Committee and

participated on:

Technology and Innovation Committee.

Government Agencies Road Safety Council.

Road Safety Task Force.

Transport Certification Australia Ltd Board as Director.

Mr Bushby is also the Program Manager for the Austroads Registration and

Licensing Task Force and a Director of Transport Certification Australia Ltd.

Name Brett SkinnerPosition: Director, Finance

Level: 6



Under Mr Skinner’s leadership, investment planning and results for the RTA

continued as a key business focus. Initiatives included refinement and

implementation of the Investment Decision Framework as an integrated

assessment tool to support allocation of the 2006–07 program budget.This

will enable funding allocation decisions to be linked with the Road Network

Management Plan, Capital Investment Plans, and other mandatory funding

requirements.

The Strategic Risk Framework advanced significantly during the

period. Strategic risks reported in the Results and Services Plan were updated

to reflect the outcomes of workshops to identify key risks held across the

RTA. Management of strategic risks has also been integrated in the RTA’s

business planning process for 2006–07.The Corporate Risk Register and Risk

Profile are being developed and will be integrated into the RTA governance

structure by the end of 2006.

RTA corporate governance was fur ther supported through

implementation of the strategic Audit Plan. The charter for the Audit and

Risk Committee was reviewed during the year to strengthen and align the

focus of the Audit Plan on strategic risk.

A major business reform initiative to review and simplify RTA

internal financial processes commenced in 2005–06. Since 1 July, 2005 a

number of significant changes have been introduced to streamline workflows

and improve the way business is done within the RTA. These have included

fewer purchase and sales orders, a simpler internal billing process, a single

timesheet process, consolidation of cost centre charging and reporting. The

Finance Simplification project will significantly reduce administration for a broad

range of internal processes.

Unqualified accounts for 30 June 2005 were signed by the NSW Auditor-

General. In addition, all Treasury and other target dates and deadlines have

been met for the International Accounting Standard Harmonisation and the

RTA is positioned for a seamless transition.

Mr Skinner was involved in providing financial advice on private

sector infrastructure proposals during the period.These included a number of

refinancing proposals and financial advice was also provided on a range of

issues relating to the Cross City Tunnel and Lane Cove Tunnel. Advice was also

provided on refining and developing a number of current commercial

initiatives including e-tolling, special number plates and outdoor advertising.

Under Mr Skinner’s direction, Finance generated gross revenue of $52.9

million from sale of surplus property and leasing of residue property.

Outdoor advertising revenue showed a pleasing result and progress was

made to identify further advertising opportunities with potential for

significant revenue returns for the RTA.

In addition to participating on a broad range of RTA working groups for

major business projects, Mr Skinner contributed to the executive leadership

of the RTA through his involvement on a number of Executive Steering

Committees, including:

Finance Strategy Committee.

Audit and Risk Committee.

Business Services Advisory Committee.

Procurement Steering Committee.

Mr Skinner is also a member of the Audit Committee for the Attorney-

General’s Department and represents the RTA on the Senior Officers’

Group of the Government Asset Management Committee.

Name: Les WielingaPosition: Director, Motorways

Level: 6

Period in the Position: 2005–06


The Motorways Directorate is responsible for the delivery of motorways

infrastructure, administration of operational tollways and the management of

road tunnel design, safety and air quality issues.

Mr Wielinga provided leadership in providing high quality motorway related

management services including:

Preparation of route strategies.

Management of motorways.

Development, construction, operation and maintenance.

Project management and contract administration.

Mr Wielinga continued to oversee the major motorway construction program.

In Sydney this includes the Westlink M7, and Lane Cove Tunnel as well as traffic

changes in response to community concerns following the opening of the

Cross City Tunnel.

The NSW motorways development program includes the following major

projects completed as part of the Pacific Highway upgrade.

Coopernook Bypass – 4.2 kilometre dual carriageway bypass of

Coopernook.

Taree to Coopernook – 7.5 kilometre dual carriageway upgrade from

the northern end of the Taree Bypass to the southern end of the

Coopernook Bypass.

Development works for the Pacific Highway upgrade progressed with tenders

awarded for the Bonville Upgrade and the tender assessment process

continuing for Karuah to Bulahdelah Sections 2 and 3. Preconstruction work

for the Ballina Bypass was also developed further. Substantial construction

work is underway for Brunswick Heads to Yelgun and Bundacree Creek to

Possum Brush and Karuah to Bulahdelah Section 1.

Mr Wielinga also oversaw coordination between motorways including

electronic tolling interoperability and other customer services as well as

managing the RTA’s association with tollway concessionaires.

Mr Wielinga led the development of policy and advice on tunnel ventilation,

tunnel air quality and tunnel safety. He is a member of the World Road

Association’s Technical Committee on Road Tunnel Operations.

Mr Wielinga developed relationships with key stakeholders including other

government agencies, public utility authorities, contractors and suppliers,

landowners and community groups.

Mr Wielinga also provided high level strategic advice on motorway strategies,

programs, projects and funding.

As a member of the RTA Executive Mr Wielinga contributed to the overall

direction of the RTA though input to planning and policy development

processes, continuous improvement and change management.

Name: Chris FordPosition: Director,Traffic and Transport

Level: 5

Period: 2005–06


Mr Ford has made a major contribution to fulfilling the RTA’s role in managing

traffic and transport to achieve significant outcomes this financial year.

Mr Ford has focused on improving network management to provide

consistent travel times for motorists, particularly in peak hours. Incident

response and information systems to motorists have been enhanced through

the Transport Management Centre to assist in more efficient response to

planned events and unplanned incidents.

Intersection treatments and operational changes to major roads also assisted

traffic flow.The Sydney Coordinated Adaptive Traffic System (SCATS) which

coordinates traffic signal timings now includes active priority for buses.

Another major enhancement to SCATS was delivered in August 2005 with

an improved interface, which will enable further new applications. A measure

of the success of SCATS is the continued growth of its use in Australia and

84 cities throughout the world.

The NSW Government’s Review of Bus Services identified 43 strategic bus

corridors in Sydney. Mr Ford has led the implementation of works to

provide priority for buses on these corridors, commencing with Miranda-

Hurstville, Bankstown-Liverpool and Parramatta-Sydney CBD. To ensure

maximum effectiveness from bus lanes, Mr Ford has led the implementation

of new enforcement cameras specifically for use with bus lanes, and other

initiatives to improve motorists’ compliance with the rules governing the

use of bus lanes.

In 2005–06, achievements led by Mr Ford included improvement in the

network of off-road and on-road cycleways to connect people and

destinations. Support also continued for bicycle promotions such as the Big

Ride, Portfolio Partners Sydney Spring Cycle, MS Sydney to the Gong ride,

Walk to Work Day and Walk Safely to School Day. Mr Ford directed programs

to identify and improve facilities for pedestrian mobility and safety. Pedestrian

bridges were constructed at Canterbury Road, Canterbury and King Georges

Rd,Wiley Park. Construction is also underway at Hume Highway,Yagoona and

planning is well advanced for a site at Princes Highway, Blakehurst.

Mr Ford was instrumental in achieving rapid expansion in electronic toll tag

use, in particular the flexible tags issued for one motorway that can be used

on all motorways in eastern Australia. By June 2006, 357,000 RTA electronic

toll tags were in use.The take-up of the technology is being used to improve

traffic flow through the toll plazas on the Sydney Harbour Bridge and Tunnel.

Mr Ford continued to help define the functional requirements of major

works such as the Westlink M7, Cross City Tunnel and Lane Cove Tunnel and

to specify traffic arrangements and provision for public transport, bicycles

and pedestrians, during and after construction.

Mr Ford has led programs to maintain efficient and cost effective management

of traffic facilities. Energy efficient LED (Light Emitting Diode) traffic signal lamps

have been introduced and bulk replacement of existing high voltage lamps has

commenced.

Name: David Stuart-WattPosition: Director, Operations and Services

Level: 5



Mr Stuart-Watt’s major focus for this period has been managing the efficient

delivery of client programs and projects including direct delivery of works by

the RTA’s Road and Fleet Services and the integration of the new

Operations and Services Directorate. Under Mr Stuart-Watt’s leadership,

the core programs of road development, road maintenance, road safety and

172 APPENDICES


traffic management, amounting to $1.4 billion, were delivered to meet

community needs across the State.

Significant accomplishments for Mr Stuart-Watt include:

Completion of the Lawrence Hargrave Drive project.

North Kiama Bypass between Dunmore and Bombo opened to traffic.

Commencement of construction on the

Albury-Wodonga Freeway project.

Commencement of work on the Hume Highway

at Kyemba Curves.

Completion of work at Five Mates Crossing

on the Olympic Highway at Gerogery.

Deviation on the Pacific Highway at Coopernook

opened to traffic.

Commissioned the first stage of the Parramatta

Transport Interchange.

Operations commenced on the Patrick Street tunnel

and bus station.

Completion of the Lidsdale deviation on the

Castlereagh Highway.

Completion of the Devil’s Pinch deviation

on the New England Highway.

The directorate also successfully delivered road works and fleet management

services to the value of $588 million with a record surplus. Road and Fleet

Services won a total of $44 million from external clients, $11 million up on

2004–05. This external work has improved resource use and productivity,

with benefits for internal and external clients. Road Services strengthened

existing and developed new relationships with other government agencies.

Mr Stuart-Watt has led significant improvements in process enhancements and

managed the integration of programs at the local level. Vehicle Regulations

operations have been successfully integrated within Operations and Services

Directorate. Excellent progress has been achieved through the alliance

contracting process covering the delivery of road development, road

maintenance, road safety and traffic management works, resulting in enhanced

teamwork and improved planning and scoping of work.

The directorate provided increased opportunities for secondments and

rotations. 2005–06 also witnessed a strong emphasis on OHS issues resulting

in an excellent performance improvement. Lost time injury reduction targets

were exceeded in Road and Fleet Services. Mr Stuart-Watt is also overseeing

a major transformation to the RTA’s technical resources.

The directorate continued to deliver road safety programs that contribute

to reduced fatalities and injuries, including the AusLink Blackspot program

and the formation of alliances and partnerships with Police Local Area

Commands to coordinate police enforcement with road safety campaigns.

The Princes Highway Safety Scheme continued and the integration of road

safety into construction projects was facilitated through road safety audits,

crash investigations and road safety design advice.The Pacific Highway safety

proposals were completed on schedule.

Mr Stuart-Watt has led the development of strong relationships and effective

communications with government planning, regulatory agencies, utilities and

incident management partners regarding regional programs and projects. He

has chaired the State Road Authorities Project Management Executive,

represented the RTA as a Director of the Australian Road Forum and

appointed a Director of the ARRB Group Ltd. Mr Stuart-Watt also chaired

the RTA’s Technology and Innovation Steering Committee and represented

the RTA on the NSW Counter Terrorism Coordination Group.

Name Mr Paul WilloughbyPosition Director,

Communications and Corporate Relations

Level 6

Period in position 2005–06

Total remuneration $294,300

Mr Willoughby occupied his substantive role from 1 July 2005 to 9 April 2006.

During his time at the RTA, Mr Willoughby led the agency’s public

communication activities and its relationships with key stakeholder groups. His

work spanned all of the RTA’s responsibilities, including road maintenance and

construction, road safety, traffic management, driver licensing and vehicle

registration. Mr Willoughby continued to lead RTA initiatives to make roads-

related information more publicly accessible and the RTA more responsive to

community comments. These improvements occurred at the same time as

ongoing efficiencies and savings were delivered in relation to RTA advertising

and other public communication.

With the opening of Sydney’s first two motorways with full electronic tolling,

Mr Willoughby led the implementation of public awareness campaigns to

advise motorists, including those in regional areas of NSW.This included liaison

with the owners of the Cross City Tunnel,Westlink M7 and Lane Cove Tunnel

over public communication in relation to full electronic tolling.

Mr Willoughby’s directorate also continued to play a significant role in

growing public participation in RTA infrastructure projects, including on the

Pacific Highway, Windsor and Old Windsor Roads, the Lawrence Hargrave

Drive project and the opening of the new Sea Cliff Bridge.

Mr Willoughby provided leadership in the growing use of the RTA’s

website as a key public communication and business channel, with nine

consecutive months of increases in online vehicle registrations.The RTA’s

website is now firmly entrenched as the most visited State government

website in Australia.

Mr Willoughby led the development and implementation of a range of road

safety public education campaigns, including in relation to random breath

testing and the introduction of compliance and enforcement legislation to

improve safety in the road transport industry.

Mr Willoughby led RTA activities in relation to freedom of information,

privacy, Ministerial correspondence and media enquiries. He was the RTA’s

main media spokesperson.

As a member of the RTA Executive, Mr Willoughby contributed to the overall

direction of the agency through input to planning and policy development

processes, continuous improvement and change management.

APPENDICES 173

174 APPENDICES

6 INDUSTRIAL RELATIONS

IMPACT OF WORKCHOICES

The NSW Parliament passed the Public Sector Employment Legislation

Amendment Act 2006 in March to insulate the public sector from the impact

of WorkChoices. All RTA staff are now employed in the RTA division of the

Government Service of NSW, set under the Public Sector Employment and

Management Act 2002.These changes do not affect the working conditions

of staff who are now covered by the NSW Industrial Relations System,

including engineers who were earlier employed under a federally registered

Enterprise Agreement.

AWARDS/ENTERPRISE AGREEMENTS

Consent Awards or Enterprise Agreements now cover all staff salaries,

wages and conditions to 30 June 2008.The Salaried Staff, Wages Staff and

School Crossing Supervisor Awards were varied to give effect to the secure

employment test case, handed down by the NSW Industrial Relations

Commission (NSW IRC). Awards were varied for salaried, wages, school

crossing supervisor, toll plaza officers, and traffic signals staff to give effect to

the NSW IRC’s family provisions test case.

COMMUNICATION AND CONSULTATION

The Peak Consultative Committee continues to be the point of consultation

with associations covering salaried staff and the RTA’s business reform

program.The agreed consultative process to discuss crucial industrial issues

with all unions/associations continues. Forums and committees are

convened periodically to address specific issues. A single bargaining unit

continues to be the main negotiation and consultation forum for wages staff.

MOVEMENTS IN SALARIES,WAGES AND ALLOWANCES

Salaried and wages staff received a four per cent increase in salaries from the

first full pay after 1 July 2005 in accordance with the public sector

Memorandum of Understanding effective until 2008.

INDUSTRIAL RELATIONS POLICIES AND PRACTICES

A survey of all motor registry and call centre staff was undertaken to

ascertain staff views on rostering and conditions of employment.The Road

Safety, Licensing and Vehicle Management Directorate has set up project

teams to address issues arising from the survey.

INDUSTRIAL RELATIONS COMMISSION

The RTA was involved in 15 disputes lodged with the IRC. Eleven were

settled by conciliation, three were discontinued, whilst the remaining one was

set down for arbitration.Three unfair dismissal applications were lodged. One

was settled by conciliation and the remaining two are yet to conclude.

LOST TIME DUE TO INDUSTRIAL ACTION

The equivalent to 203 days were lost to industrial action mainly due to a

protest against the Australian Government’s Industrial Relations reforms.

GREAT APPEALS – PROMOTIONAL

Six promotional appeals were lodged with the Government and Related

Employees Appeal Tribunal (GREAT).Three appeals were withdrawn, one

was disallowed, there was no jurisdiction to hear one appeal, and one is yet

to be heard.

DISCIPLINARY

No disciplinary appeals were heard before GREAT.

TOTAL EFFECTIVE FULL-TIME EMPLOYEES BY CATEGORYFISCAL YEARS 2003 TO 2006

Year Salaried staff Wages Staff Casual Staff Total Staff

2002–03 4,797 1,629 92 6,518

2003–04 5,225 1,636 46 6,907*

2004–05 5,228 1,615 26 6,869

2005–06 5,150 1,750 22 6,922#

* From 2003–04 the effective full-time (EFT) count includes additional time workedby part-time motor registry staff.

# School Crossing Supervisors became part of the RTA workforce effectiveOctober 2005.

APPENDICES 175

7 EQUAL EMPLOYMENT OPPORTUNITY

Responsibilities for diversity and EEO outcomes are included in the

performance agreements of directors and general managers and within the

Diversity and Equity Plan. Detail about staff development initiatives are in the

Value for money chapter of this report. Other relevant appendices include

Appendix 6: Industrial Relations, Appendix 8: NSW Action Plan for Women,

Appendix 9: Ethnic Affairs Priorities Statement and Plan, and Appendix 10:

Disability Plan.

ACTIONS 2005–06

In 2005–06 the Diversity and Equity Plan (DEP) was reviewed and a

discussion document for comments incorporating the DEP, Disability Action

Plan, and Ethnic Affairs Priority Statement and Plan was prepared and

enhanced with input from planning staff across the RTA.

The revised RTA Aboriginal Action Plan 2006–2010 was approved.

The Community Language Allowance Scheme (CLAS) and associated

policy was reviewed. Payment of the CLAS allowances for some languages

no longer in demand by RTA customers was discontinued and expressions

of interest among front line staff were called for 21 new languages.

A capability based model with its focus on integrating the human resources

related activities of recruitment and selection, job design and evaluation,

career development, performance, talent and succession management was

implemented across the organisation. Capability based position profiles

were designed for the new Environment Branch and environment positions

in the Operations and Services Directorate.

The RTA continued to recruit and provide development opportunities to

improve staff diversity profile. Eighteen trainees were employed in motor

registries and seven of these trainees won substantive positions in registries.

Twenty five Newcastle Call Centre trainees graduated and were appointed

as telephone service officers. Graduates included three trainees with a

disability, recruited through a targeted employment program administered

by the Premier’s Department. Three Road Safety trainees including an

Aboriginal trainee also started in 2006.

Four Aboriginal trainees were employed by the RTA after completing their

two-year traineeship and gaining qualifications in Certificate II and III

Business.

The RTA continued to support Aboriginal employment in road related

construction and maintenance throughout the State, both directly and

through subcontractors. For example, the Coobang project employed three

Aboriginal persons for an estimated 60 person days.The RTA’s latest intake

of Aboriginal trainee construction workers celebrated the conclusion of

their 12 month certificate in civil construction.The four Aboriginal men were

among 50 trainees to go through the civil construction trainee program.

The RTA’s employment programs targets the recruitment of graduates,

trade apprentices, trainees, and provides both financial support and work

experience to undergraduate university students. These initiatives are

designed to assist meet the RTA’s future workforce capability and diversity

needs. Details are in the Value for money chapter under ‘Attracting,

Developing and Retaining Staff ’.

The RTA administered the apprentice registration rebate of $100,

introduced by the NSW Government to address serious skill shortages in

the traditional trades by helping make apprenticeships more attractive to

young people.This rebate is available for first and second year apprentices

registered with the Department of Education and Training.

In 2006 the RTA Upward Feedback survey was rolled out to directors,

branch managers and managers for the first time online. Coordinators were

nominated to administer the process in each directorate. The overall

response rate was 78 per cent. 40 branch managers and 249 managers

were appraised by their direct reports. A total of 1,461 direct reports

responded.All participating managers received an Upward Feedback report

and 86 per cent met with their direct reports to discuss the results and

develop strategies based on outcomes.

Aboriginal Cultural Heritage Advisors continued to focus on increasing

employment through implementing the Aboriginal Participation in

Construction Guidelines and RTA Aboriginal Programs Advisors continued

to focus on Aboriginal employment in their respective regions.Two senior

officer positions continue to enhance our ability to meet the needs of

Aboriginal communities and government objectives in the areas of Road

Safety and Licensing.

The RTA in partnership with the Motor Accident Authority and Attorney

General’s Department has funded an evaluation of On the Road, an

Aboriginal Driver Education program delivered through Adult Community

Education, North Coast, to assist Aboriginal people in the Lismore and

surrounding areas gain a class C driver’s licence which also improves their

employment prospects.

The RTA extends all print advertisements to include the Aboriginal media

of Koori Mail, National Indigenous Times and Deadly Vibe.

A customer satisfaction survey and a pilot motor registry staff survey were

conducted. A review of key operational processes was undertaken to

ensure efficient delivery of registration and licensing services such as

rostering and technology.

A project team, comprised of representatives from across the organisation,

created a consistent policy development process and framework for use

throughout the RTA. A number of draft policy tools, templates, new policies

and procedures and a policy framework were developed and tested over a

12 month pilot period. Over 70 policies and procedures have now been

developed using these tools and templates. A new development tools web

site was also set up on the main intranet home page.

Family responsibility provisions in RTA Awards were varied to include

enhanced paid maternity and adoption leave provisions (increased from

nine weeks to 14 weeks) and the introduction of one week’s paid parental

leave. Further Award enchancements included a right to request an

additional 12 months unpaid leave, part-time work until the child reaches

school age and an obligation for the employer to communicate with an

employee on maternity, adoption or parental leave about their position.

Recruitment, Selection and Appointment Policy and Guidelines and

176 APPENDICES

associated training course were reviewed to ensure adherence to merit

selection processes. A new Probation Policy and Procedure was

implemented following the application of mandatory periods of probation

to all RTA positions.

A revised Financial Assistance for Part Time Tertiary Study Policy and

Guidelines provided significantly enhanced levels of monetary assistance to

facilitate professional development and a high performance organisation.

The Secondment Policy was revised to provide information to staff seeking

secondments within the NSW public sector or elsewhere.

The Temporary Employment Policy was revised to provide guidelines for

temporary staff engaged by the RTA for specific periods.

The Transfer Policy was revised to provide improved procedures for

compassionate transfers and transfer between positions and work location.

Where a specific position is affected by a redundancy program a job swap

may be permitted where feasible.

Casual staff who are employed on a regular and ongoing basis are now

eligible for a salary packaging arrangement.

Family responsibility provisions in RTA Awards were enhanced to cover

casual staff with an expectation of ongoing employment. Changes include an

entitlement to be absent for maternity, adoption or parental leave purposes

or due to family responsibilities.

The online Employee Self Service system was modified to allow salaried staff

to process their overtime and about 95 per cent of leave applications with

greater privacy and ease.This contributed cost savings for the RTA.

The RTA implemented the Spokeswomen’s Program in 1982 making it one

of the first agencies within the NSW government to have such a program.

Through a strategic planning process the aim of the program has been

formulated, articulated and widely published as: “To provide a support

network accessible to all RTA female staff to help them, where practicable,

reach their full potential.”

Achievements include:

– More than 1,000 women attended annual information sessions.

– Increased representation of women in training including

management/leadership training.

– Regional visits program implemented by spokeswomen

to reach women unable to attend annual information days.

– Annual surveys were conducted and all information days

were evaluated.

An Aboriginal Liaison Protocol was developed to improve equity and

communication with Aboriginal people when developing/assessing projects.

The names of the new rest areas on the Kiama Bypass were chosen by

Aboriginal elders of the local Wadi Wadi tribe, Nungarry (southbound) and

Wirriwin (northbound) which mean places of rest and to make camp.

A survey of all motor registry and call centre staff was undertaken to

ascertain staff views on rostering and conditions of employment.

A leadership survey was conducted with an overall sample size of 2,011.The

survey confirmed that a large proportion of this group of staff are older, with

around one in three over 50 years of age. The main objectives were to:

profile this group in terms of age, education and employment history,

determine what staff were intending to do in the next five years, gain a

deeper understanding of those who were intending to take on a more

senior role at the RTA and determine what key capabilities, skills and

professional development activities should be offered to potential leaders

whilst meeting RTA’s needs.

The Operations and Services Directorate held an ‘Innovation week’ during

which staff conducted events across the State to brainstorm innovative ideas

across five themes: teamwork, staff development, work improvement, waste

reduction and application of technology. Over 1,500 ideas were submitted by

staff into an online database. These are now being assessed by a steering

committee headed by the Director.

RTA Staff Awards continue with an Equity and Accessibility category to

recognise an individual or team for improving access to RTA facilities or

services or improving provision of services and facilities to internal and/or

external customers. In addition we have two Aboriginal Programs Staff

Awards during NAIDOC Week.

The RTA participated in a national research project looking at how public

sector agencies manage the reporting of wrongdoing and the issues and

individuals involved. The NSW industry partners were the NSW

Ombudsman and the Independent Commission Against Corruption.

PLANNED ACTIONS 2006–07

Finalise, launch and promote the revised Diversity and Equity Plan.

Implement the RTA Aboriginal Action Plan 2006–2010.

Review the ‘Employment of people with disabilities’ policy.

Review the operation of the new CLAS arrangements.

Review policies impacting on pay, expenses and allowances, leave, staff

development and workforce planning, performance management and discipline.

Conduct a review of Human Resources information on the RTA intranet to

ensure it can be easily accessed and is written in an easy to read style.

Incorporate capability based position profiles as part of the Technical

Capability Review.

Review and implement the RTA’s Aboriginal Employment Strategy and

options for improving the EEO survey response rate of Aboriginal staff.

Address issues arising from the motor registry and call centre staff survey.

Provide interpreter services as required and improve

access to registry network.

Assess viability of offering number plates with Aboriginal motif.

Continue employment of trainees in motor registries,

call centre, road safety and Road and Fleet Services.

Establish a Young Professionals Network in the RTA.

7 EQUAL EMPLOYMENT OPPORTUNITY

APPENDICES 177

TRENDS IN THE REPRESENTATION OF EEO GROUPS

% of total staff (2)

EEO group Benchmark* RTA 2004 RTA 2005 RTA 2006

Women 50% 30% 31% 34%

Aboriginal People and Torres Strait Islanders 2% 2.2% 3% 1.8%

People whose language first spoken as a child was not English 20% 19% 17% 16%

People with a disability 12% 11% 12% 12%

People with a disability requiring work-related adjustment 7% 3.9% 4% 3.5%

Distribution index(3) (4)

EEO group Benchmark* RTA 2004 RTA 2005 RTA 2006

Women 100 76 95 86

Aboriginal People and Torres Strait Islanders 100 89 62 91

People whose language first spoken as a child was not English 100 93 100 105

People with a disability 100 105 91 91

People with a disability requiring work-related adjustment 100 95 84 92

Notes:1. Staff numbers as at 30 June.

2. Excludes casual staff but includes school crossing supervisors who became part of the RTA workforce effective October 2005.

3. A Distribution Index of 100 indicates that the centre of the distribution of EEO group across salary levels is equivalent to that of other staff.Values less than 100 mean that the EEOgroup tends to be more concentrated at lower salary levels than is the case for other staff.The more pronounced this tendency is, the lower the index will be. In some cases the indexmay be more than 100, indicating that the EEO group is less concentrated at lower salary levels.The Distribution Index is automatically calculated by the software provided by thePremier’s Department.

4. The Distribution Index is not calculated where EEO group or non EEO group numbers are less than 20.

* The benchmark is set by the Premiers Department.

8 NSW ACTION PLAN FOR WOMEN

The NSW Action Plan for Women is grounded on the principles of equity,

access, rights and participation. The action plan addresses the daily

experiences of women: paid and unpaid work; health and housing;

violence and safety; justice and legal equality; child care, education and

training; decision making and leadership; and access to information.

The RTA supports the NSW Government’s aim for a society in which

women have full and equal access to every benefit and opportunity in the

community, and where women’s needs are recognised and addressed in

government policies and services.

The nature of the RTA’s business is to serve all the people of NSW. The

needs of all EEO groups, including women, are addressed in the RTA’s

policies and programs to ensure equity to all people of NSW.

The RTA’s Diversity and Equity Plan identifies a range of actions to achieve

equity of representation for women and all other EEO groups.

178 APPENDICES

9 ETHNIC AFFAIRS PRIORITIES STATEMENT AND PLAN (EAPS)

STATEMENT SETTING OUT PROGRESS IN IMPLEMENTING

EAPS AND KEY STRATEGIES FOR THE FOLLOWING YEAR

The RTA provides products and services to people and organisations in the

most culturally diverse State in Australia.The RTA serves all road users and

will continue to ensure easy access and use of services.

The RTA’s progress in implementing the Ethnic Affairs Priority Statement in

2005–06 follows.

Road safety campaigns continued to be developed

to include ethnic communities.

Interpreting services were provided free to licence

applicants for computer-based licence tests.

A feasibility study about interpreting via a teleconferencing

system was commenced.

All materials developed for Early Childhood Road Safety Education

included images of children, parents and carers from ethnically diverse

backgrounds.

More than 10 Local Government Road Safety Programs were designed to

target ethnic and Aboriginal communities. Projects included young drivers

and occupant restraint. There are 86 road safety officers across 101

councils including those with a high ethnic population.

The video ‘The limitations of children in the traffic environment’ was

developed and included children and adults from diverse cultural

backgrounds. Parent information on school safety issues continues to be

available to school communities in 22 community languages.

176 ‘Helping Learner Drivers’ workshops were conducted.The multilingual

RTA Road Users’ Handbook was promoted through the supervisor

workshops. Interpreters were offered to help parents when required.

Youthsafe in consultation with the RTA developed the ‘Helping learner

drivers become safer drivers’ double-sided brochure in Arabic and Chinese.

We continued to provide audio facility in English and nine major

community languages (Arabic, Croatian, Greek, Korean, Mandarin, Serbian,

Spanish, Turkish and Vietnamese) for the Driver Knowledge Test (DKT),

Hazard Perception Test and Driver Qualification Test. An interactive

internet version of the demonstration DKT in nine community languages

for all licence classes also continued.

The Road Users’ Handbook and Driver Qualification Handbook are

available in 10 community languages (Arabic, Croatian, Greek, Japanese,

Korean, Mandarin, Serbian, Spanish, Turkish and Vietnamese). The

community language versions of the Road User’s Handbook were updated

on the website.

The RTA’s cycling events were promoted through the ethnic press media.

A discussion document, incorporating the Ethnic Affairs Priority

Statement and Plan, Diversity and Equity Plan and the Disability Action

Plan, was prepared and enhanced following input from planning staff

across the RTA.

The Community Language Allowance Scheme (CLAS) and associated

policy were reviewed. Payment of the CLAS allowances for some languages

no longer in demand by RTA customers was discontinued and expressions

of interest among front line staff were called for 21 new languages.

Recruitment Guidelines and induction programs continued to have a

section on cultural diversity and the RTA’s merit selection processes

continued to be culturally sensitive.

The free Employee Assistance Program continued with a 24-hour

interpreter service.

Multilingual documents were provided on the RTA website and at

Government Access Centres (GACs). Free multilingual road safety

education resources were available for download/order from the RTA

website.

A Community Attitude Survey was undertaken on a representative

sample of NSW licence holders to identify key issues relating to driver

fatigue. Road safety surveys use interpreters when required.

Community feedback continued to be embedded in the planning process

where appropriate.

FUTURE CHALLENGES

Ethnic TV, radio and press campaigns will continue.

Continue to implement road safety campaigns for diverse communities

and provide translations on the RTA website.

Continue to provide interpreting services for licence tests without cost

to licence applicants.

Complete the feasibility study on ‘Interpreting via a teleconferencing

system’.

Continue multilingual licence tests with audio facility, maintain relevant

services and provide multilingual documents on the RTA website and at

GACs.

Continue to publish and maintain the interactive internet version of the

demonstration DKT in community languages for all licence classes.

Continue Helping Learner Drivers workshops.

Continue customer satisfaction survey and ensure RTA representation

on steering committees and community forums.

Continue to consider ethnic communities in resource development and

include images of ethnically diverse backgrounds in all publications.

Continue to co-fund local government Road Safety Projects with councils.

Distribute the video ‘The limitations of children in the traffic environment’

to parent groups.

Complete the Cycling Manual with photo images reflecting the cultural

diversity of NSW school communities.

APPENDICES 179

10 DISABILITY PLAN

The RTA introduced the NSW Photo Card, a voluntary identification

card to help people who are unable or choose not to obtain a driver

licence and find it difficult to access services that require photo

identification.The feasibility of adding an online application form for NSW

Photo Cards was investigated to improve accessibility particularly for

vision impaired customers who experience difficulty completing a form.

The RTA continued participation in the ‘Accessible Transport Action Plan

for NSW Transport Agencies’. Expenditure on accessible transport

infrastructure and programs included providing kerb ramps at pedestrian

crossing locations, audio-tactile push buttons at traffic signals, the

development and implementation of Pedestrian Access and Mobility

Plans in partnership with local councils, the Mobility Parking Scheme and

new and upgraded pedestrian facilities.

Network standards relating to rest areas are under continual review and

development to ensure improved access to people with a disability. High

visibility road markings are used on at least 90 per cent of the NSW road

network. 75 per cent of traffic signal sites are fitted with audio-tactile

push buttons.

Emergency roadside telephones and rest areas continue to be

progressively upgraded with signage symbols and disabled access. New

assets include these features. All designs for rest areas incorporate access

and facilities for people with a disability. In 2005–06, 11 new rest areas

were built and five upgraded. All facilities on transitways were designed

and constructed to meet accessibility standards.

RTA continued to fund future upgrades to pedestrian level crossings, the

design standards for which were developed in consultation with and

testing by peak disability groups. In 2005–06, 78 sites were programmed

for investigation including 10 for upgrades and the remainder for

investigation, concept development and design for upgrade in future years.

Any public crossing that is being considered for closure will undergo

extensive consultation with the community, council and emergency

services and all of the access issues are covered under this process.

The RTA continued to mandate lifts or ramps for all new pedestrian

bridges at schools to Australian Standards for disabled access.

Project meetings that involve community contact are located at venues

that have access for people with a disability.

Complaints made to the RTA concerning disability issues are included

within the normal customer feedback process.

The RTA continued to provide staff training in disability awareness

comprising a video for motor registry staff, one-day Bicycle and

Pedestrians for Managers Course and a two-day Designing for Bicycle

Riders and Pedestrian Course. Local government staff also attended the

Bicycle and Pedestrians courses.

STATEMENT SETTING OUT PROGRESS IN IMPLEMENTING

PLANS REQUIRED UNDER THE DISABILITY SERVICES ACT 1993

The RTA continued to implement the Mobility Parking Scheme.

The RTA’s 131 motor registries are accessible and leased premises are

progressively being upgraded to full accessibility. Hearing loops are

provided at all RTA motor registries.

An audio facility is available on the RTA Driver Knowledge Test and

Hazard Perception Test. This facility ensures vision and colour-impaired

persons are not disadvantaged.

All Mobility Parking Authority Scheme holders receive automatic renewal

notices.

The RTA continues to incorporate Community Attitude Survey feedback

from diverse communities in the planning process. Suitable technology

continues to be evaluated and adopted to improve participation of staff

with a disability in communication processes and meetings.

Teletext captions are used in all RTA television commercials.

A dedicated TTY 1800 phone number is provided for hearing-impaired

customers. An SMS messaging service available to contact the RTA call

centre also targets people with speech impairment.

The video 'The limitations of children in the traffic environment’ was

developed and included children with a disability, children and adults from

diverse cultural backgrounds and older adults.

The RTA continued to offer traineeships at our call centre for people with

a disability.Three trainees graduated and were employed permanently at

the call centre. The RTA also continued to participate in the Corporate

Partners for Change program for people with a disability.

In line with the RTA’s preventative approach to workplace incidents which

may cause injury and/or disabilities, a Medical Providers Network was

established to provide prompt treatment for staff injured at work. The

service aims to provide same-day treatment wherever possible and is

available to all staff with a work-related injury or illness. Doctors and

physiotherapists who make up the network are committed to injury

management and to placing injured workers on suitable duties to assist in

their return to work. Staff retain the right to choose their own treating

doctor. Briefings about this program occurred in 2006.

With a view to prevent future hearing impairment, the RTA continued to

implement hearing conservation programs and hearing testing for staff.

The RTA web site continued to undergo development to improve

accessibility.

The RTA’s customer service delivery channels were further developed

with extended online services and an expansion of the online agency

network.

Staff regularly visited community locations to enhance access to services.

Registration and licensing service solutions are customised based on

individual needs.

180 APPENDICES

11 OVERSEAS TRAVEL BY RTA OFFICERS

From 1 July 2005 to 30 June 2006, officers of the RTA travelled overseas on

17 occasions to undertake official duties for the RTA and the NSW

Government.

At no cost to the RTA, overseas visits were made by:

The Manager, Business Process to Kuala Lumpur to provide consulting

services to ITS Konsortium.

The Manager, Client Liaison to attend annual SCATS New Zealand User

Group meeting.

The Manager, Network Performance Development to attend annual

SCATS New Zealand User Group meeting.

A Bitumen Inspector to New Guinea to test and calibrate bitumen

sprayers.

The Austroads Program Officer to New Zealand to attend Austroads

Registration and Licencing Task Force meetings.

The Manager, NEVDIS to New Zealand to attend Austroads Registration

and Licencing Task Force meetings.

The Network Operations Manager,Traffic Management Centre to Hong

Kong to deliver SCATS training to ATS Technology.

The Manager, Client Liaison to Singapore to establish an annual

maintenance agreement between RTA and Land Transport Authority

(Singapore).

The Manager, Network Performance Development to New Zealand to

develop procedures for the implementation of a SCATS Ramp Metering

System.

The Manager, Client Liaison to Iran to provide expert SCATS consulting

services.

The Asphalt Manager to USA to attend an international

workshop and visit road agencies to discuss stone mastic asphalt

technology.

Visits during 2005–06, for which all or part of the costs were met by the

RTA, were as follows:

The Manager, Rigid Pavements Unit to USA to attend the 8th

International Conference on Concrete Pavements.

The General Manager, Driver and Vehicle Strategy to New Zealand to

attend Austroads Registration and Licencing Task Force meetings.

The Manager, Customer Management to New Zealand to attend

Austroads Registration and Licencing Task Force meetings.

The Heavy Vehicle Fatigue/Speed Project Manager to New Zealand to

attend and present a paper to the Australasian Road Safety Research,

Policing and Education Conference.

The Manager, Road Engineering Programs to New Zealand to attend and

present paper to the Australasian Road Safety Research, Policing and

Education Conference.

The Senior Urban Design Advisor to New Zealand to make a presentation

to a Transit New Zealand workshop.

10 DISABILITY PLAN

FUTURE CHALLENGES

Conduct and use customer research to determine customer

expectations and issues with respect to older drivers, pedestrian and

bicycle safety.

Continue to monitor the Mobility Parking Scheme (MPS) in consultation

with peak disability groups. Increase the fines for certain MPS offences

from penalty level 7 to penalty level 10.

Evaluate the feasibility of providing a technical enquiries line phone

number in alternate formats.

Introduce a new assessment package for elderly drivers.

Implement recommendations of the ‘Improving safety for young drivers’

discussion paper. Progress child safety package and promote improved

pedestrian safety.

APPENDICES 181

12 FREEDOM OF INFORMATION

In 2005–06 the RTA received 1,552 requests for information under the Freedom

of Information Act 1989, compared with 1,502 in 2004–05. In addition, 273

applications were brought forward from the previous period (compared to 227

in 2004–05), making a total of 1,825 applications to be processed. One hundred

and fifty two applications were not completed at the end of the 2005–06

reporting period.

The use of Freedom of Information (FOI) by insurance company and finance

company investigators continues to undergo a significant increase. The majority

of these applicants use FOI to obtain the identity and address of registered

operators of motor vehicles they are trying to trace. The tightening of the

availability of registration and licensing data in other jurisdictions and the

increasing awareness of the rights of access under FOI and privacy legislation

are believed to be a contributing factor in the increase in applications lodged

with the RTA. At the same time there has been a significant decrease in the

number of people wanting access to their own records through the FOI

process.

Of the 1,673 requests completed,1,111 were granted in full, 54 in part, and 384

were refused, two were transferred to other agencies, two were deferred and

119 were withdrawn. Of those refused in full or in part, 35 were refused on

the grounds that the information was otherwise available, 266 were refused as

the documents were not held by the RTA and 103 were refused as the

applicant did not pay the necessary fees. See table on basis of disallowing or

restricting access.

Of those requests not granted in full, 20 applicants sought an internal review

of the decision and nine appeals to the Ombudsman were finalised.

There were two appeals completed at the Administrative Decisions Tribunal

this year.

Eight hundred and forty-four applications required consultation with a total of

1,080 third parties outside the RTA.

The estimated operating cost of processing FOI requests is $72,830.25

($177,366.03 in 2004–05) and fees received totalled $86,989.50 ($64,074.25

in 2004–05). The fees received include application fees of $45,824.50. This

means that the RTA charged $ 41,165.00 of the estimated $72,830.25 it cost

to process the applications. There were no requests received for amendments

to personal records.There were no requests for notations to personal records

and no Ministerial certificates have ever been issued.

A total of 657 applications were finalised after the statutory 35-day processing

period. One of the contributing factors for this was the continuing high

number of applications during the reporting period. In 2001–02 there was a

70.5 per cent increase in applications over the previous period. This was

followed by a further 156 per cent increase in applications in the 2002–03 and

approximately a 16 per cent increase in the 2005–06 period. In 2005–06 the

RTA continued to review the resources available to the area responsible for

FOI, Privacy and contract reporting. The RTA will continue to monitor the area

over the next 12 months. A number of business solutions have been

introduced to improve the efficiency and effectiveness of the FOI process.

The RTA continued with the identification, computerised recording and the

provision of policy documents in accordance with the requirements of the FOI Act.

The RTA’s Summary of Affairs is published on its website at www.rta.nsw.gov.au.

FOI APPEALS TO THE OMBUDSMAN

Nine appeals to the Ombudsman were completed in the 2005–06 period.

In the first case, on 6 February 2004 an application was made for all

documents on a RTA Human Resources file. On 21 January 2005 the RTA

determined to release some of documents in question. The applicant lodged

an Internal Review application on 10 February 2005. On 24 February 2005, the

RTA’s Internal Review determination upheld the original determination. The

applicant lodged an appeal to the Ombudsman on 21 April 2005. The

Ombudsman’s Office asked the RTA to reconsider the determination. On 22

June 2005 the RTA advised the Ombudsman and the applicant that it had

decided to release some additional documents and withhold others. On 26 July

2005 a further three documents were released.

In the second case, on 15 September 2004 an application was made for

reports or assessment of the trials of bus lane cameras placed in Sydney CBD

streets. On 14 December 2004 the RTA determined the documents were

exempt as they had been prepared for submission to Cabinet.The applicant

lodged an Internal Review application on 5 January 2005. On 28 January 2005,

the RTA’s Internal Review determination upheld the original determination.

The applicant lodged an appeal to the Ombudsman on 17 February 2005. It

was necessary for the RTA to obtain a Certificate from the Director General,

Cabinet Office, under section 22 of the NSW Ombudsman’s Act 1974. The

RTA reconsidered the matter and documents not covered by the Certificate

were released on 18 August 2005.

In the third case, on 3 September 2004 an application was made for details of

Safe-T-Cam sightings of heavy motor vehicles sighted at Pacific Highway,

Currumbin travelling north on a specified date and time. No photographs

were available and the only information available was in the form of a report

listing the details of the vehicles sighted, the date, time and direction. Between

13 September and 13 October 2004 RTA staff attempted to contact the

applicant on five occasions to advise him Safe-T-Cam images were not available

and to confirm what the applicant required. Oral advice was received that a

report of the vehicle registration numbers was required, but for southbound

and not northbound vehicles. A revised report was obtained and released on

27 October 2004.The applicant’s client contacted the RTA in January 2005 and

complained he had been supplied with the wrong information. An investigation

was conducted and the complainant was advised of the circumstances and that

the information was no longer available as it had been destroyed 12 months

after capture, in accordance with normal practices. The applicant did not lodge

an Internal Review. However, the Ombudsman decided to investigate the

matter under other powers. On 3 August 2005 the Ombudsman decided not

to take any further action.

182 APPENDICES

In the fourth case, on 17 November 2004 an application was made for the

name and address of the current registered operator for a specific motor

vehicle. The RTA consulted with the third party registered operator and

determined on 20 January 2005 that the document in question was exempt.

On 3 February 2005 the applicant lodged an Internal Review with the RTA.

On 15 February 2005 the RTA upheld the original determination. The

applicant lodged an appeal to the Ombudsman on 29 April 2005. On 4 July

2005 the Ombudsman recommended the RTA review its decision. The RTA

reversed its determination and, as the third party did not appeal, the

information was released to the applicant on 26 September 2005.

In the fifth case, on 22 December 2004 an application was made for

documents relating to the investigation of the complaint made by an RTA

customer, including a copy of the letter of complaint and the RTA’s reply. The

RTA consulted with the third party and determined on 8 March 2005 that

the documents should be released. On 4 April 2005 the third party lodged

an Internal Review with the RTA. On 14 April 2005 the RTA upheld the

original determination. The third party lodged an appeal to the Ombudsman

on 1 June 2005. On 11 August 2005 the Ombudsman upheld the RTA’s

decision. On 26 October 2005 the information was released to the

applicant as the third party did not appeal.

In the sixth case, on 13 December 2004 an application was made for

amendment to the RTA’s records relating to the applicant’s employment. The

RTA declined to amend the records. On 18 April 2005 the applicant lodged

an Internal Review with the RTA. On 23 May 2005 the RTA upheld the

original determination. The applicant lodged an appeal to the Ombudsman

on 1 July 2005. On 8 September 2005 the Ombudsman decided not to take

any further action.

In the seventh case, on 16 May 2005 an application was made for a wide

range of documents relating to infringement notices and the operation of

speed cameras in Spit Road. On 18 August 2005, the RTA released all

available documents but advised the applicant that documents related to part

of the application could not be located. On 5 October 2005 the third party

lodged an Internal Review with the RTA. On 25 October 2005 the RTA

located and released additional documents. Despite this, the applicant lodged

an appeal to the Ombudsman on 9 March 2006. On 25 May 2006 the

Ombudsman upheld the RTA’s decision. The applicant has not made any

further approaches to the RTA.

In the eighth case, on 29 July 2005 an application was made for a wide range

of documents relating to the cost of completed work and the estimate cost

of work to be done to repair/rebuild the sewage effluent treatment and

disposal system at the Mundoonan rest area on the Hume Highway. On 23

February 2005 the RTA determined to release some the documents, but the

remainder were claimed as exempt as internal working documents as a

decision was yet to be made.The applicant lodged an Internal Review on 13

March 2006. On 23 March 2006 the RTA advised the applicant the Internal

Review confirmed the original determination. The applicant lodged an appeal

to the Ombudsman on 11 May 2006. On 16 May 2006 the Ombudsman’s

Office advised the applicant that it had decided to take no further action.

In the ninth case, on 29 July 2005 an application was made for documents

relating to pedestrian related matters and the operation of speed cameras

near schools. The RTA advised the applicant that processing the application

would be an unreasonable diversion of resources, but asked the applicant to

revise the application before the RTA was forced to make a determination on

those grounds. On 9 November 2005 the applicant lodged an Internal Review

with the RTA. On 23 November 2005 the RTA upheld the advance deposit

request. The applicant lodged an appeal to the Ombudsman on 3 January

2006. The Ombudsman determined not to continue with any investigations

on 25 May 2006.

FOI APPEALS TO THE ADMINISTRATIVE DECISIONS

TRIBUNAL (ADT)

There were two appeals to the ADT completed in 2005–06. There were

five uncompleted cases to the ADT in the same period.

The first completed case, on 14 June 2004 an application was made to

inspect documents related to structural rust and/or lack of proper painting

maintenance of the Sydney Harbour Bridge. On 22 July 2004 the RTA

determined the applicant would be allowed to inspect the requested

documents. The applicant believed there was additional documents and

lodged an Internal Review application on 13 August 2004. On 31 August

2004 the RTA advised the applicant the Internal Review upheld the original

determination. The applicant lodged an appeal to the Ombudsman and on

29 September 2004 the Ombudsman’s Office advised the applicant that it

had decided not to take any further action about the complaint. The

applicant appealed to the NSW ADT on 26 November 2004. On 18 May

2006 the ADT found in favour of the RTA.

The second completed case, on 18 August 2004 an application was made

for a list of attendees at a meeting at a rural town hall on a specified date

and any follow up correspondence that may have resulted from that

meeting. The RTA determined, on 30 September 2004 to release the

document in question. Between 22 and 28 October 2004 three of the third

parties lodged Internal Review applications. The RTA made the subsequent

internal reviews on 9 November 2004, upholding the claims by the third

parties and determining to release part of the document in question and

claim the remainder of the document as exempt. The applicant lodged an

appeal to the Ombudsman on 31 December 2004. The Ombudsman’s

Office asked the RTA to reconsider the determination. On 6 May 2005 the

RTA advised the Ombudsman and the applicant that it had decided to

release some additional information, but withhold the names of the third

parties. The applicant appealed to the NSW ADT on 30 May 2005. On 25

November 2005 the ADT determined to release the names and addresses

of all bar one of the third parties.


APPENDICES 183

Details of the five uncompleted cases are as follows:

In the first case, on 12 August 2004 an application was made to inspect

documents concerning the allegations of the waste of public monies related

to either premature road pavement failure or unnecessary road pavement

rehabilitation by RTA of NSW on road maintenance/construction works. The

documents had been requested, and denied as exempt in a previous

application by the same applicant. On 16 August 2004 the RTA determined

the documents were exempt on the same grounds. The applicant lodged an

Internal Review application on 23 August 2004. On 22 September 2004 the

RTA advised the applicant the Internal Review upheld the original

determination. The applicant lodged an appeal to the Ombudsman and on

29 September 2004 the Ombudsman’s Office advised the applicant that it

had decided not to take any further action about the complaint. The

applicant appealed to the NSW ADT on 26 November 2004. The matter

had not been finalised before the ADT prior to 30 June 2006.

The second case is set out in case five of the report concerning the

Ombudsman. It was referred to the ADT on 5 September 2005 and had not

been finalised before 30 June 2006.

In the third case, on 5 October 2004 an application was made to inspect

all documents concerning the construction and maintenance of Mundoonan

rest area. A request for an advance deposit was forwarded on 2 November

2004. The applicant challenged the amount of the advance deposit and

lodged an Internal Review application on 22 November 2004. On 8

December 2004 the RTA advised the applicant the Internal Review

confirmed the original advance deposit request. The applicant lodged an

appeal to the Ombudsman on 4 January 2005. On 10 February 2005 the

Ombudsman’s Office advised the applicant that it had decided to take no

further action as it believed the advance deposit request was reasonable.

The advance deposit had actually been paid on 4 January 2005. On 22

March 2005 the RTA determined the applicant would be allowed to inspect

part of the requested documents. However, the RTA determined it did not

hold some of the requested documents. The applicant believed there was

additional documents and lodged an Internal Review application on 4 April

2005. On 6 May 2005 the RTA advised the applicant the Internal Review

upheld the original determination. The applicant appealed to the NSW ADT

on 17 June 2005. The matter had not been finalised before the ADT prior

to 30 June 2006.

In the fourth case, on 11 October 2004 an application was made to inspect

all documents that refer to any telephone conversations, correspondence or

file notes regarding any bias related to the applicant’s Government and

Related Employees Appeal Tribunal (GREAT) appeal. The same documents

had been requested as part of a major FOI application previously lodged by

the same applicant on 4 December 2002. The RTA determined on 2

November 2004 the application should be refused as it was attempting to

obtain documents by submitting a number of separate FOI applications when

the original combined application had been refused as an unreasonable

diversion of resources. On 23 November 2004 the applicant lodged an

Internal Review with the RTA. On 9 December 2004 the RTA upheld the

original determination. The applicant lodged an appeal to the Ombudsman

on 4 January 2005. On 10 February 2005 the Ombudsman’s Office advised

the applicant that it had decided to take no further action as, under the

circumstances, it supported the RTA’s view to refuse the applicant stating the

grounds seemed entirely reasonable. The applicant appealed to the NSW

ADT on 31 March 2005. The matter had not been finalised before the ADT

prior to 30 June 2006.

In the fifth case, on 17 January 2005 an application was made for documents

relating to the cost of construction and closures of the Mundoonan rest

area. The applicant regarded the application as a deemed refusal and lodged

an Internal Review application on 11 March 2005. On 28 April 2005 the RTA

released all documents that had been located.The applicant believed there

were additional documents and lodged an appeal to the NSW ADT on 14

June 2005. The matter had not been finalised before 30 June 2006. This

matter was joined with a similar application, as set out in the third

uncompleted case.

FOI REQUESTS

Personal Other Total

2004–05 2005–06 2004–05 2005–06 2004–05 2005–06

New (including transferred in) 41 29 1,461 1,523 1,502 1,552

Brought forward (incomplete requests from previous year) 4 7 223 266 227 273

Total to process 45 36 1,684 1,789 1,729 1,825

Completed 33 31 1,279 1,521 1,312 1,552

Transferred out 0 0 3 2 3 2

Withdrawn 4 1 119 118 123 119

Total processed 37 32 1,401 1,641 1,438 1,673

Unfinished (carried forward) 7 4 270 148 277 152

184 APPENDICES


RESULTS OF FOI REQUESTS

Personal Other

2004–05 2005–06 2004–05 2005–06

Grant in full 19 15 905 1,096

Grant in part 2 1 84 53

Refused 12 15 287 369

Deferred 0 0 2 2

Completed 33 31 1,278 1,520

BASIS OF DISALLOWING OR RESTRICTING ACCESS

Personal Other

2004–05 2005–06 2004–05 2005–06

Section 19 (application incomplete, wrongly directed) 0 0 0 0

Section 22 (deposit not paid) 0 2 76 101

Section 25 (1) (a1) (Unreasonable diversion of resources) 0 0 2 1

Section 25 (1) (a) (exempt) 3 3 34 34

Section 25 (1) (b), (b1), (c), (d) (otherwise available) 6 9 18 26

Section 28 (1) (b) (documents not held) 4 3 225 263

Section 24 (2) (deemed refused, over 21 days) 0 0 27 0

Section 31 (4) (released to medical practitioner) 0 0 0 0

Totals 13 17 382 425

APPENDICES 185

DAYS TO PROCESS

Personal Other

Elapsed Time 2004–05 2005–06 2004–05 2005–06

0-21days 6 10 102 491

22-35 days 1 4 38 390

Over 35 days 26 17 1,137 640

Totals 33 31 1,277 1,521

HOURS TO PROCESS

Personal Other

2004–05 2005–06 2004–05 2005–06

0-10 32 30 1,264 1,471

11-20 0 1 4 37

21-40 0 0 4 8

Over 40 1 0 4 5

Totals 33 31 1,276 1,521

TYPE OF DISCOUNT ALLOWED ON FEES CHARGED

Personal Other

2004–05 2005–06 2004–05 2005–06

Public interest 0 0 4 1

Financial hardship – Pensioner/Child 6 11 18 38

Financial hardship – Non profit organisation 0 4 188 253

Totals 6 15 210 292

Significant correction of personal records 4 1 0 0

GROUNDS ON WHICH INTERNAL REVIEW REQUESTED

Personal OtherUpheld Varied Upheld Varied

2004–05 2005–06 2004–05 2005–06 2004–05 2005–06 2004–05 2005–06

Access refused 0 0 0 0 0 0 2 1

Deferred release 0 0 0 0 0 0 0 0

Exempt matter 3 0 0 0 20 8 8 4

Unreasonable estimate of charges 0 0 0 0 2 5 0 1

Charges unreasonably incurred 0 1 0 0 0 0 0 0

Amendment 2 0 0 0 0 0 0 0

Totals 5 1 0 0 22 13 10 6

186 APPENDICES

13 OMBUDSMAN

During the 2005–06 financial year, the RTA responded to eleven complaints

referred by the Ombudsman to the RTA for investigation.This compares to

three complaints referred for investigation in the previous financial year.

Complaints were received from the Ombudsman on the following matters:

A complaint was received in late December 2005 from a person

regarding the operation of the South Moorland Service Station/Truck

Stop. The Ombudsman requested the RTA to provide answers to a

number of questions before deciding whether the matter should be

formally investigated. The RTA provided detailed answers to all the

Ombudsman’s questions.

A complaint was received in mid January 2006 from a person regarding

the suspension of his P2 provisional driver licence. The Ombudsman

requested the RTA to provide answers to a number of questions before

deciding whether the matter should be formally investigated. The RTA

provided detailed answers to all the Ombudsman’s questions.

A complaint was received in mid January 2006 from a person regarding

the lack of notification to her husband regarding his Habitual Traffic

Offender status.The Ombudsman requested the RTA to provide answers

to a number of questions before deciding whether the matter should be


Ombudsman’s questions. The Ombudsman subsequently wrote again

with a suggestion for RTA consideration. The RTA advised that the

Ombudsman’s views would be considered as part of an overall review

into the methods in which addresses are recorded and stored.

A complaint was received in mid January 2006 from a person regarding the

release of the customer information policy of the RTA and its impact on

privacy legislation. In response to this complaint, the RTA amended its policy

in respect of personal information provided to joint registered operators.

A complaint was received in early February 2006 from a person

regarding the expansion of the study area for the Tintenbar to Ewingsdale

section of the Pacific Highway upgrade.The Ombudsman requested the

RTA to provide answers to a number of questions before deciding

whether the matter should be formally investigated. The RTA provided

detailed answers to all the Ombudsman’s questions as well as supporting

documentation.

A complaint was received in mid February 2006 from a person regarding

the public consultation process for the Wells Crossing to Iluka Road

section of the Pacific Highway upgrade.The Ombudsman requested the



detailed answers to all the Ombudsman’s questions.

A complaint was received in late February 2006 from a person regarding

RTA methods of collection and storage of customer address details and

how the accuracy of these details can affect third parties and law

enforcement. The Ombudsman requested the RTA to provide answers

to a number of questions before deciding whether the matter should be



A complaint was received in mid March 2006 from a person regarding

the NSW Alcohol Interlock Program. The Ombudsman requested the



detailed answers to all the Ombudsman’s questions.

A complaint was received in mid April 2006 from an organisation

regarding the level of consultation undertaken for changes to the design

of the ventilation system of the Lane Cove Tunnel. The Ombudsman

requested the RTA to provide answers to a number of questions before

deciding whether the matter should be formally investigated. The RTA


A complaint was received in mid April 2006 from a person regarding

interpretation and enforcement of the Australian Road Rules. The RTA


A complaint was received in mid May 2006 from a person regarding the

RTA’s handling of his application for conditional registration of his golf

buggy. The Ombudsman requested the RTA to provide answers to a

number of questions before deciding whether the matter should be



APPENDICES 187

14 CONSUMER RESPONSE

The following table collates customer complaints received by the RTA from 1 July 2005 to 30 June 2006 and in the previous four financial years.

CUSTOMER COMPLAINTS

Number of complaints

Issue 2001–02 2002–03 2003–04 2004–05 2005–06

Business Systems 12 5 25 6 9

Driver Licensing 207 125 132 338 401

Vehicle Registration 120 69 324 231 195

Customer Service 310 164 330 271 214

Organisational Direction – management 34 10 19 16 19

Olympics – 2 1 – –

Road Asset Provision – environment 251 178 34 7 3

Noise 325 35 451(1) 513 296 (2)

Transport Efficiency 186 67 33 181 628 (3)

Road Safety 2,300 1,208 1,537 1,583 476

Notes: (1) Complaints relating to Noise Abatement Program for existing roads.

(2) Total noise complaints compiled in the Noise Abatement Program Geodatabase.

(3) Includes 596 complaints related to clearway towing. These increased from 166 in 2004–05 due to the increased instances of special events.

RTA policy is for all customer complaints to be entered into the corporate record management system. Complaint numbers shown in the table are compiled

from that system.The RTA has noted these complaints and improved services appropriately. Details of improved services can be found in the main body of

this annual report.

188 APPENDICES

15 LEGAL CHANGE

LEGISLATION ADMINISTERED BY THE RTA

ON BEHALF OF THE MINISTER FOR ROADS

Campbelltown Presbyterian Cemetery Act 1984 No. 19

Driving Instructors Act 1992 No 3

Driving Instructors Regulation 2003

Motor Vehicles Taxation Act 1988 No 111

Motor Vehicles Taxation Regulation 2003

Photo Card Act 2005

Photo Card Regulation 2005

Recreation Vehicles Act 1983 No 136 (Parts 4 and 6)

Roads Act 1993 No 33

Roads (General) Regulation 2000

Road Transport (Driver Licensing) Act 1998 No 99

Road Transport (Driver Licensing) Regulation 1999

Road Transport (General) Act 2005

Road Transport (General) Regulation 2005

Road Transport (Mass, Loading and Access) Regulation 2005

Road Transport (Heavy Vehicles Registration Charges) Act 1995 No 72

Road Transport (Heavy Vehicles Registration Charges) Regulation 2001

Road Transport (Safety and Traffic Management) Act 1999

Road Transport (Safety and Traffic Management) (Road Rules) Regulation 1999

(which picks up the Australian Road Rules)

Road Transport (Safety and Traffic Management) (Driver Fatigue) Regulation 1999

Road Transport (Vehicle Registration) Act 1997 No 109

Road Transport (Vehicle Registration) Regulation 1998

Sydney Harbour Tunnel (Private Joint Venture) Act 1987 No 49

Tow Truck Industry Act 1988

Tow Truck Industry Regulation 1999

Transport Administration Act 1988 No 109 (Part)

Transport Administration (General) Regulation 2005 (Part)

Transport Administration (Staff) Regulation 2005 (Part)

NEW LEGISLATION FROM 1 JULY 2005 – 30 JUNE 2006

New ActsThe Road Transport (General) Act 2005 (No11) was assented to on 14 April

2005 and commenced on 30 September 2005 (except for provisions

dealing with search warrants which are linked to the commencement of

Part 5 of the Law Enforcement (Powers and Responsibilities) Act 2002). The

Act repeals and re-enacts the Road Transport (General) Act 1999 and

implements a legislative scheme for the compliance and enforcement of

mass, dimension and loading requirements for heavy vehicles based on

‘national model provisions’ approved by the Australian Transport Council for

national consistency.

The Photo Card Act 2005 (No 20) commenced on 14 December 2005

(except for a provision that amends s. 80C of the Licensing and Registration

(Uniform Procedures) Act 2002 and a provision that amends s.152A of the

Liquor Act 1982) and makes provision for the issue of a NSW Photo Card

for use as evidence of age and identity of any NSW residents who are 16

years or older and who do not hold a driver licence.

The Road Transport (Speed Limiters) Amendment Act 2005 (No 36) was

assented to on 15 June 2005 and most provisions commenced on 24

November 2005.The Act makes further provision with respect to the speed

limiting of certain heavy vehicles.

New RegulationsThe Road Transport (Driver Licensing) Amendment (Demerit Points) Regulation

2005 commenced on 1 July 2005 and establishes new scales for motor

vehicle offence demerit points. One scale comprises a national schedule of

demerit points applying to similar kinds of offences in NSW and elsewhere.

The other scale comprises a schedule of demerit points applying to NSW

offences.

The Road Transport (Safety and Traffic Management) (Road Rules) Amendment

(Speed Limit) Regulation 2005 commenced on 1 July 2005 and removes the

additional penalties where a person drives a motor vehicle at a speed in

excess of 130 km/h.

The Road Transport (General) (Penalty Notice Offences) Amendment

Regulation 2005 commenced on 1 July 2005 and establishes a new scale of

penalties for motor vehicle offences that are dealt with by way of penalty

notice.The new scale has 15 levels of penalty, ranging from $50 (level 1) to

$2,350 (level 15).

The Road Transport (Driver Licensing) Amendment (Provisional Licence

Restrictions) Regulation 2005 commenced on 11 July 2005 and imposes

conditions on provisional P1 and P2 licences preventing such licence holders

from driving certain high performance vehicles, and preventing for 12

months those classes of drivers, following a disqualification, from carrying

more than one passenger. Provision is made for exemptions to be granted

in exceptional circumstances.

The Road Transport (General) (Penalty Notice Offences) Amendment (Provisional

Licence Restrictions) Regulation 2005 commenced on 11 July 2005 and

prescribes certain offences (relating to vehicle and passenger restrictions

applying to holders of provisional licences) to be penalty notice offences.


(Security Indicators) Regulation 2005 commenced on 22 July 2005 and

amends the requirements for security indicators recorded on images taken

by approved traffic lane camera devices (making such requirements similar

to those pertaining to speed cameras).

The Roads (General) Amendment (Miscellaneous) Regulation 2005

commenced on 30 September 2005 and updates references to accord with

the Road Transport (General) Act 2005.

APPENDICES 189

The Road Transport (Safety and Traffic Management) (Driver Fatigue) Amendment

(Miscellaneous) Regulation 2005 commenced on 30 September 2005 and

updates references to accord with the Road Transport (General) Act 2005.

The Road Transport (Vehicle Registration) Amendment (Miscellaneous)

Regulation 2005 commenced on 30 September 2005 and makes minor

updating amendments to the regulation to update references to road

transport legislation, in the wake of legislative reforms in 2005.


(Miscellaneous) Regulation 2005 commenced on 30 September 2005 and

makes minor updating amendments to the regulation to update references

to road transport legislation, in the wake of legislative reforms in 2005.

The Road Transport (Driver Licensing) Amendment (Miscellaneous) Regulation

2005 commenced on 30 September 2005 and makes minor updating

amendments to the regulation to update references to road transport

legislation, in the wake of legislative reforms in 2005.

The Roads (General) Amendment (Bethanga Bridge Declaration) Regulation

2005 commenced on 30 September 2005 and declares the RTA to be the

roads authority for the public road being part of Bethanga Bridge, Lake

Hume Village.

The Road Transport (General) Regulation 2005 commenced on

30 September 2005 and replaces, in consolidated form, the repealed Road

Transport (General) Regulation 1999 and the repealed Road Transport

(General) (Penalty Notice Offences) Regulation 2002 in connection with the

commencement of the Road Transport (General) Act 2005.

The Road Transport (Mass, Loading and Access) Regulation 2005

commenced on 30 September 2005 and remakes the repealed Road

Transport (Mass, Loading and Access) Regulation 1996 in

connection with the commencement of the Road Transport (General) Act

2005 (under which this 2005 Regulation is made).

The Road Transport (Driver Licensing) Amendment (Release of Photographs)

Regulation 2005 commenced on 14 October 2005 and authorises the RTA

to release (in accordance with any protocol approved by the Privacy

Commissioner) driver licence photographs (and any other matter in the

driver licence photograph database) to the NSW Crime Commission for

the purposes of an investigation or proposed investigation of a terrorist act

or the threat of a terrorist act.

The Road Transport (Driver Licensing) Amendment (Foreign Driver Licence)

Regulation 2005 commenced on 14 October 2005 and provides that a

visiting driver who holds a current foreign driver licence that authorises the

holder to drive a motor vehicle, other than a motor bike or other similar light

vehicle, may drive a motor vehicle of the kind that the holder of a NSW

drivers licence may drive.

The Road Transport (General) Amendment (Penalty Notice Offence) Regulation

2005 commenced on 24 November 2005 and prescribes an offence relating

to speed limiting of heavy vehicles as a penalty notice offence.

The Photo Card Regulation 2005 commenced on 14 December 2005 and

prescribes a range of matters that facilitate the implementation of the Photo

Card program in NSW following the concurrent commencement of the

Photo Card Act 2005.

The Road Transport (Driver Licensing) Amendment (Photo Card) Regulation

2005 commenced on 14 December 2005 and deals with certain matters to

facilitate the Photo Card program in NSW (such as, amongst others, the need

to surrender a Photo Card prior to the issue of a driver licence, and the

keeping and interchangeable use of photographs by the RTA). This Regulation

is cognate to the Photo Card Regulation 2005 and is made consequent upon

the concurrent commencement of the Photo Card Act 2005.


(Photo Card) Regulation 2005 commenced on 14 December 2005 and

provides that a photograph taken of an applicant for a mobility parking

scheme authority may be kept and used by the RTA for any purpose for

which it is legally permissible for the RTA to use a photograph taken for a

Photo Card, the issuing or renewal of a driver licence, proof of age card, or

in relation to a licence either under the Firearms Act 1996 or the Security

Industry Act 1997. This Regulation is cognate to the Photo Card Regulation

2005 and is made consequent upon the concurrent commencement of the

Photo Card Act 2005.

The Road Transport (Driver Licensing) Amendment (Licence Penalties)

Regulation 2005 commenced on 16 December 2005 and extends the

prohibition on driving high performance vehicles (already on holders of

provisional licences first issued after 11 July 2005) to holders of licences

issued after the amendments who have previously held a provisional licence

and are issued with a provisional licence as a consequence of a

disqualification for an offence on or after 11 July 2005. Furthermore, the

Regulation increases the demerit points not only on the holders of learner

licences and provisional licences for the offence of failing to comply with

power and capacity restrictions on motor bikes or motor trikes, but also on

provisional licence holders for the offence of failing to comply with

restrictions on the number of passengers in a vehicle.

The Road Transport (Driver Licensing) Amendment (Christmas–New Year

2005–2006 Demerit Points) Regulation 2005 commenced on

16 December 2005 and provides that extra demerit points apply to a range

of offences committed during the Christmas–New Year 2005–2006 period

(being 23 December 2005 to 2 January 2006 inclusive).

The Road Transport (Mass, Loading and Access) Amendment (Operators)

Regulation 2005 commenced on 27 January 2006 and provides that the

operator, as defined in the Road Transport (General) Act 2005, as well as the

driver, of a Class 1 or Class 3 vehicle is guilty of an offence if the vehicle is

driven contrary to a relevant notice or permit.

The Road Transport (General) Amendment (Penalty Notice Offences) Regulation

2006 commenced on 3 February 2006 and prescribes as penalty notice

offences the offences of failure to supply the name and address of a person,

and false nomination of another person, who was in charge of a vehicle at

the time of a camera recorded offence.

The Road Transport (General) Amendment (Penalty Notices relating to Mass

Requirements) Regulation 2006 commenced on 5 May 2006 and provides,

apart from omitting a redundant clause, that the statutory offence concerning

contravention of mass limitations conspicuously displayed by notice on certain

roads and bridges to be dealt with by penalty notice.This Regulation shows

that the penalty for offences dealt with by penalty notice to depend on the

190 APPENDICES

amount by which the laden mass of the vehicle exceeds the maximum

specified.

The Transport Administration (General) Amendment (Delegation) Regulation

2006 commenced on 5 May 2006 and prescribes a person who is a party

to an ‘Authorised New Vehicle Inspection Scheme’ agreement (ANVIS

agreement) as a person of a class to whom the RTA may delegate its

functions relating to the registration of vehicles on behalf of the RTA.

The Roads (General) Amendment (Rail Corporation) Regulation 2005

commenced on 23 June 2006 and prescribes Rail Corporation New South

Wales as a ‘public authority’ for the purposes of the Roads Act 1993.

The following seven regulations were published in the NSW Government

Gazette on 1 July 2005 and commenced on 1 July 2005 and adjusted fees

and fixed penalties payable pursuant to a penalty notice generally in line with

movements in the (Sydney) Consumer Price Index (averaged at 2.38 per

cent and rounded to the nearest dollar):

The Driving Instructors Amendment (Fees) Regulation 2005.

The Road Transport (Driver Licensing) Amendment (Fees) Regulation 2005.

The Road Transport (General) Amendment (Fees) Regulation 2005.

The Road Transport (Mass, Loading and Access) Amendment (Fees)

Regulation 2005.

The Road Transport (Safety and Traffic Management) Amendment (TFMS

Fee and Tow-away Charge) Regulation 2005.

The Road Transport (Vehicle Registration) Amendment (Fees) Regulation

2005.

The Roads (General) Amendment (Penalty Notice Offences) Regulation

2005.

The Road Transport (Heavy Vehicles Registration Charges) Amendment

Regulation 2005 commenced on 1 July 2005 and varied the annual registration

charges payable under Part 2 of the Road Transport (Heavy Vehicles Registration

Charges) Act 1995. The Regulation applied a one per cent increase in

accordance with advice provided by the National Transport Commission.

The following eight regulations were published in the NSW Government

Gazette on 23 June 2006 and commenced on 1 July 2006 and adjust fees and

fix penalties payable pursuant to a penalty notice generally in line with

movements in the (Sydney) Consumer Price Index (averaged at 2.53 per cent

and rounded to the nearest dollar):

The Driving Instructors Amendment (Fees) Regulation 2006.

The Photo Card Amendment (Fee and Penalty Notice Offences) Regulation

2006.

The Road Transport (Driver Licensing) Amendment (Fees) Regulation 2006.

The Road Transport (General) Amendment (Penalty Levels) Regulation 2006.

The Road Transport (Mass, Loading and Access) Amendment (Fees)

Regulation 2006.

The Road Transport (Safety and Traffic Management) Amendment (Fees and

Tow-away Charge) Regulation 2006.

The Road Transport (Vehicle Registration) Amendment (Fees) Regulation

2006.

The Roads (General) Amendment (Penalty Notice Offences) Regulation

2006.

The Road Transport (Heavy Vehicles Registration Charges) Amendment

Regulation 2006 was published on 30 June 2006 and commenced on 1 July

2006 and varies the annual registration charges payable under Part 2 of the

Road Transport (Heavy Vehicles Registration Charges) Act 1995.The Regulation

applied a 2.7 per cent increase in accordance with advice provided by the

National Transport Commission.

SUBORDINATE LEGISLATION ACT 1989

There were no departures from the Subordinate Legislation Act 1989 other

than in the case of the Road Transport (General) Regulation 2005. In the

making of that Regulation, ‘special circumstances’ (as envisaged in section 6

of the Subordinate Legislation Act 1989) were purportedly established,

necessitating the making of the Regulation before a regulatory impact

statement was exhibited. No public submissions were received on the last

mentioned document.

JUDICIAL DECISIONS AFFECTING THE RTA

NSW Supreme CourtRTA v Kosseris [2006] NSWSC 551 (24 May 2006)

The matter concerned the legality of the RTA’s practice of imposing an

additional period of licence suspension on persons whose driver licences

were suspended for exceeding the total permitted demerit points allowed

under the Road Transport (Driver Licensing) Act 1998 (the Act).

Section 33 (1) of the Act, permits the RTA to discretionarily suspend a

person’s driver licence if the person commits a prescribed speeding offence

and pays a penalty notice for that offence. Section 16 (7) of the Act provides

in part that upon suspension of a driver’s licence for demerit points, all

demerit points are ‘taken to be deleted’ from a person’s driving record.

Justice McDougall found that mandatory suspensions under section 16 for

the accumulation of demerit points and discretionary suspensions imposed

under section 33 of the Act were directed towards different ends and that

the language used in each section was specific to that section.

Accordingly, the plaintiff ’s summons was dismissed with costs.

RTA v Dederer [2005] NSWSC 185 (18 March 2005)

On 31 December 1998 when the plaintiff, a boy of 14 years of age, dived from

the Forster–Tuncurry Bridge into the river below, he suffered limited

paraplegia. He sued the Foster Tuncurry Local Council and the RTA.

Justice Dunford found that the flat top railing and ledge of the bridge, which

were easily accessible, were regularly used as launching pads for jumping and

15 LEGAL CHANGE

APPENDICES 191

diving into the water and that Council and the RTA owed a duty of care to

persons diving or jumping off the bridge and to take reasonable care to

prevent injury to them.

While signs were in place and the plaintiff admitted in evidence that he saw

the signs, this was not sufficient to discharge the defendants from their duty

of care to the plaintiff.

Damages were agreed at $1.4 million. The plaintiff was found to have

contributory negligence assessed at 25 per cent. Judgment was given to the

plaintiff on 75 per cent of the agreed damages with the proportional split of

80 per cent against the RTA and 20 per cent against Council.

Both the RTA and Council have appealed to the NSW Court of Appeal

against this decision.The appeal was heard on 20 March 2006 and judgment

is reserved.

RTA v McNaughton [2006] NSWSC 115 (23 Feb 2006)

This was an appeal by the RTA against a decision of the Local Court

acquitting the defendant of the offence of exceeding the applicable speed

limit as detected by a fixed digital speed camera.

At the Local Court hearing the RTA tendered two photographs which show

the offending vehicle travelling in ‘Lane 3’ towards the relevant speed camera.

It sought to adduce evidence through its witness that lane 3 as depicted in

the photographs was in fact lane 3 on the roadway.

The Magistrate did not allow this evidence to be adduced finding that the

RTA witness was not an expert witness for speed cameras. Since there was

no other evidence on this point, the defendant was found not guilty.

The RTA appealed this decision to the NSW Supreme Court on the basis that

the Magistrate had erred in law in reaching the decision. Mr Justice Adams

delivered judgment on 23 February 2006 dismissing the RTA appeal and

essentially upholding the Magistrate’s decision as a decision of fact and not of

law.

RTA v Nichols [2006] NSWSC 946 (22 Dec 2005)

On 12 June 2004 Mr Peter Nichols was detected by a fixed digital speed

camera travelling at 85 km/h in a 60 km/h zone on the New England

Highway at Murrirundi. He was subsequently issued with a penalty notice

and elected to have the matter heard in court.

The Scone Local Court found that the evidence supported a finding that the

camera which had in the past gone ‘offline’ following thunderstorms

combined with the evidence from the defendant that he was not speeding

at the time of the offence, gave rise to a reasonable doubt that the defendant

was guilty of the offence. Accordingly, the defendant was acquitted.The RTA

appealed the decision to the NSW Supreme Court.

Justice Hoeben in the NSW Supreme Court delivered judgment in favour of

the RTA finding that evidence of camera malfunction had to be ‘specific’

evidence of malfunction related to the period in which the camera is

certified as accurate and reliable pursuant to the statutory scheme under

which cameras operate.

RTA v Michell [2006] NSWSC 194 (22 March 2006)

The RTA appealed to the NSW Supreme Court against a decision of the

Local Court acquitting the defendant of a speeding offence.

In the Local Court proceedings the Magistrate found that the RTA as

prosecutor had established a prima facie case by tendering

photographs that did not bear a security indicator of the kind prescribed by

the relevant regulations.The defendant did not tender any ‘evidence to the

contrary’ that the photographs had been altered since they were taken.The

Magistrate found that without a security indicator on the photographs, the

RTA did not enjoy the benefit of the presumption of non alteration as

provided for in section 47 of the Road Transport (Safety and Traffic

Management) Act 1999 (the Act) and he could not be satisfied beyond

reasonable doubt that the photographs had not been altered since they

were taken. Accordingly, the defendant was acquitted.

The Supreme Court held that in the absence of a security indicator on the

photographs tendered in evidence it was open to the Magistrate to find that

he could not be satisfied that the photographs had not been altered since

they were taken and to acquit the defendant on the basis of reasonable

doubt. In addition, Justice Adams considered the phrase ‘evidence to the

contrary’ which is included in section 47 of the Act and commented that any

evidence contrary to that depicted or shown on the photograph will

displace the evidentiary value of the photograph.

His Honour concluded by saying that “[I]n light of publicity about the effect

of this judgment I think I should add that it does not bring into contention,

so far as I can see, cases where there has been a plea of guilty or, when the

plea was not guilty, where the point has not been taken.”

Wojtulewicz v RTA [2006] NSWSC 525 (5 June 2006)

This case involved consideration of the meaning of section 16 of the Road

Transport (Driver Licensing) Act 1998 (the Act) dealing with demerit points

suspensions of driver licences.

Following the accumulation of excessive driver licence demerit points, the

RTA cancelled the plaintiff ’s driver licence and notified him accordingly. In

response, the plaintiff appealed to the Local Court, however, the Magistrate

ruled that he did not have jurisdiction to hear the appeal and dismissed it

accordingly. Subsequently, the plaintiff sought an order from the Supreme

Court that the Magistrate had erred in law and that the matter be remitted

back to the Local Court for determination.

Justice Hidden in the NSW Supreme Court upheld the plaintiff ’s summons

on the basis that the RTA, in taking action to suspend a driver’s licence for

the accumulation of demerit points, was bound to consider whether it would

be unreasonable to do so having regard to the date when any relevant

offence was committed.

Prior to the decision in this case the NSW Government had amended the

relevant appeal provisions to clarify that there is no right of appeal from a

demerit points suspension under section 16 of the Act.

Court of AppealRTA ats Edson [2006] NSWCA 68 (7 April 2006)

The plaintiff commenced proceedings in the District Court as a result of

injuries sustained when she ran onto the F5 Freeway near Campbelltown.

She was struck by two motor vehicles travelling at about 100 km/h. At the

192 APPENDICES

15 LEGAL CHANGE

time of the accident, 28 August 1998, she was 13 years old.

It was common knowledge and practice for people to cross the F5 Freeway

in order to access two neighbouring suburbs which were separated by the

freeway. Access to the freeway reserve was blocked on the western side by

a two metre high, wire mesh fence and on the eastern side by a two metre

high, concrete sound wall. At the time of the accident the fence had either

been pushed over or cut through and a section of the sound wall had been

removed.

On the night of the accident the plaintiff was part of a group of youths that

passed through the eastern side of the freeway through the concrete wall and

crossed the freeway. She was attempting to cross the freeway from the

western side in a state of panic from the presence of a police vehicle when

she was struck by two vehicles. She had been with others who had been

drinking and they all appeared to be apprehensive about the attitude of the

police to them.

On 22 October 2004 Murray AJ in the District Court delivered judgment,

finding as outlined for the RTA, he dismissed the proceedings and ordered

the plaintiff to pay the costs of the RTA as well as Campbelltown City

Council.

His Honour held that the RTA had duty of care to persons in the category

in to which the plaintiff fell.The Judge found that the RTA had failed to take

steps to build and maintain sufficient fencing to prevent pedestrians entering

onto the freeway (there was sufficient evidence to suggest that the RTA was

well aware of the problem). Nonetheless, the fact that the plaintiff was a

trespasser, her careless behaviour, the obviousness of the risk, and the

principles set out in the case law disentitled the plaintiff to a verdict.

The plaintiff appealed from this decision to the Court of Appeal.

The Court of Appeal delivered judgment on 7 April 2006. It found that the

RTA had breached its duty of care which was causative of the plaintiff ’s

injuries. Further, the plaintiff was careless of her own safety to a significant

degree and in light of the circumstances, which included her age, state of

panic and obviousness of the risk it was appropriate to assess the

contributory negligence of the plaintiff which was assessed at 40 per cent.

RTA ats McGregor and Anor [2005] NSWCA 388 (11 November 2005)

This matter was an appeal by the RTA and Woollahra Council against a

decision of the District Court awarding damages to the plaintiff as a result

of a tripping incident which occurred on 1 January 2000 in Darling Point

NSW. At the time of the accident the plaintiff tripped on an uneven surface

on the footpath surrounding a metal pole.

The plaintiff alleged that the RTA or its predecessor had installed the metal

pole in a negligent manner and had over the years failed to rectify the defect

or warn persons of the danger.

Judge Bishop in the District Court accepted that the pole had been installed

by the RTA or its predecessor in a negligent manner and that the RTA had

not rectified the defect or warned persons of the dangers. Accordingly he

found the RTA liable.

The Council was also found liable on the basis that it had the care and

control of the footpath at the time of the accident and damages were

apportioned 60 per cent to the Council and 40 per cent to the RTA.

Both the RTA and the Council appealed against the decision.The RTA appeal

was based on the passage of time having extinguished the duty of care it

owed to the plaintiff.

The Court of Appeal found that the passage of time did not

extinguish the RTA’s liability.

Ashfield Municipal Council v RTA and Anor [2004] NSWSC Supreme

Court (8 November 2004)

The RTA was involved in a dispute with Ashfield Municipal Council regarding

a proposal to carry out preliminary geotechnical investigations on certain

roads in Haberfield, in the Ashfield Local Government Area, as part of the

preparation of an environmental impact statement for the M4 East

Motorway project. Ashfield Municipal Council was the roads authority under

the Roads Act 1993 for each of the relevant roads. Some of the roads in

question were classified roads while others were unclassified roads.

The Council commenced proceedings in the Supreme Court seeking to

restrain the roadworks. On 8 November 2004, Justice Palmer delivered

judgment declaring that as long as the Council remained the appropriate

roads authority, the RTA must obtain its consent under section 138 of the

Roads Act 1993 before carrying out the proposed work.The Council denied

its consent. Importantly, the Supreme Court held that the RTA, in relation to

classified roads, could exercise the functions of Ashfield Municipal Council

pursuant to section 138 of the Roads Act 1993 by exercising those functions

pursuant to section 64 of the Roads Act 1993. Justice Palmer held that if the

RTA chooses to exercise the particular functions with respect to a classified

road, it must communicate that decision to the roads authority concerned.

The RTA appealed to the Court of Appeal which overturned Justice

Palmer’s decision.The Court of Appeal held that sections 64(1), and section

72(1) not only empower the RTA to carry out roadwork on both classified

and unclassified roads, but also authorise the actual exercise of that work

without the need for consent to be obtained from Ashfield Municipal

Council pursuant to section 138(1) of the Roads Act 1993. In addition, the

Court of Appeal held that Justice Palmer erred in his findings that reference

to exemption in the legislation to public authorities needing to obtain an

approval under section 138 of the Roads Act 1993 applies to the RTA.

RTA v Damjanovic [2006] NSWCA 166

The RTA appealed against a decision of the Land and Environment Court

(LEC) concerning compensation payable by the RTA for the compulsory

acquisition of three parcels of land, located at Eastern Creek, formerly

owned by the Damjanovic family.The land was acquired by the RTA in 2004

for the construction of the M7 Westlink. The Damjanovics retained

ownership of the adjoining land on which they operate a poultry farm.

Access to the retained land was a significant valuation issue. Before the

acquisition, the land had access to Wallgrove Road via three unsealed tracks

used for the purpose of the existing poultry egg production business. After

APPENDICES 193

acquisition, the RTA provided an alternative dog-leg access to and from the

retained land partly located on land owned by Sydney Water, designed to

facilitate the existing poultry egg production business.

The LEC found that the alternative dog-leg access provided by the RTA after

acquisition effectively sterilised any use of the retained land for industrial

purposes. Accordingly, the LEC held that the highest and best value of the

land in the ‘after valuation’ was, at best, for rural uses and its existing use as

a poultry farm with no potential for higher (eg industrial) usage.

The difference between the valuation of the industrial use in the ‘before

valuation’ ($18.963 million) and the value of the land for its existing use as a

poultry farm without any potential for a higher usage in the ‘after valuation’

($3 million), resulted in compensation of $15.963 million for market value.

The RTA appealed to the Court of Appeal claiming that the LEC had made

errors in law by applying incorrect valuation principles in arriving at this

decision.The Court of Appeal dismissed the RTA’s appeal.

High Court McNamara v RTA [2005] HCA 55 (29 September 2005)

The RTA took action in the Consumer Trader and Tenancy Tribunal (CTTT)

to evict a long standing tenant at 67 Cromwell Street, Croydon Park, whose

home was leased to her prior to the commencement of the Residential

Tenancies Act 1987. The tenant opposed the RTA’s action on a number of

grounds, arguing that the RTA was bound by the requirements of the Landlord

and Tenant (Amendment) Act 1948 (the protected tenancies legislation) and

accordingly, the Tribunal had no jurisdiction to hear the RTA’s

application. The RTA relied on section 5 of the protected tenancies

legislation, which provides that the Act does not bind the Crown in the right

of the Commonwealth or of the State. It argued that section 46 of the

Transport Administration Act 1988, which constitutes the RTA, provides that it

is for the purposes of any Act, a statutory body representing the Crown, and

therefore as the Crown, it is not bound by the protected tenancies legislation.

The High Court delivered judgment on 29 September 2005. It found that

being a statutory body representing the Crown did not necessarily confer

upon that body the privileges and immunities which properly belong to the

Crown unless Parliament specifically intended that. The RTA did not have

those privileges and immunities to which it claimed to be entitled and the

CTTT did not have jurisdiction to determine the matter.

As a result of the High Court Decision the NSW Government has amended

the NSW Interpretation Act 1987 to overcome the decision reached by the

High Court in this case.

Batistatos v the RTA [2006] HCA 27 (14 June 2006)

This claim arose from an incident that occurred on 21 August 1965 at

Fullerton Street, Stockton. The plaintiff was driving a motor vehicle along

Fullerton Street, Stockton when the motor vehicle ran off the road and into

a depressed ditch and overturned. As a result of the accident the plaintiff

sustained catastrophic injuries including quadriplegia.

The Statement of Claim was filed in the Supreme Court on

21 December 2004 commencing action against both the RTA and

Newcastle City Council.The plaintiff claimed the RTA was negligent by failing

to warn of the existence of a bend, failing to warn it was unsafe, failing to

place posts with reflectors, failing to properly illuminate the bend, failing to

construct/maintain the roadway in an adequate manner.

On 25 August 2005 both RTA and Council filed Notices of Motion in the

NSW Supreme Court for a permanent stay on the basis that the claim was

out of time under the Limitations Act 1969. The NSW Supreme Court

refused the applications. Both RTA and the Council appealed to the NSW

Court of Appeal which granted leave to appeal and stayed the proceedings

permanently on the basis that both defendants would have suffered

significant prejudice in defending any action brought by the plaintiff.

Subsequently on 9 June 2005 the plaintiff filed an application for

special leave to appeal to the High Court which heard the matter on 12

October 2005.The plaintiff was successful in the leave application.

The substantive argument on the issue was heard by the High Court on 1 and

2 February 2006. The High Court delivered judgment on 14 June 2006, by

majority dismissing the plaintiff ’s appeal on the basis that the period of time

which had elapsed since the accident was such as to cause prejudice to the

defendants.

The consequence of the decision is that the plaintiff is unable to sue both

the RTA and the Newcastle Council.

16 LAND DISPOSAL

The RTA owns property for administrative purposes and acquires property for

road construction. Properties that are surplus to requirements are disposed of

in accordance with government policy.

During 2005–06 contracts were brought to account for the sale of 126

properties for a total value of $37.6 million (net of GST). Of these, 25

properties were valued at more than $0.5 million each, with a total value of

$29.2 million.

A property in Lilyfield was sold for $4.65 million and a property in Calga

was sold for $3.87 million.

No properties were sold to people with a family or business

connection between the purchaser and the person responsible for

approving the disposal.

Proceeds from property sales are used to improve the State’s road network

infrastructure.

All documents relating to the disposal of properties are available under the

Freedom of Information legislation.

194 APPENDICES

17 PUBLICATIONS

The RTA produces a wide range of publications to assist customers, to

promote road safety and new technology, and to fulfil statutory requirements

under annual reporting, environmental and freedom of information

legislation. Publications on driver licensing, vehicle registration and road safety

are available free from motor registries.

Technical and Austroads publications are available for sale from the RTA

Information and Reference Services at Pod D Level 1 Octagon Building, 99

Phillip Street, Parramatta (phone 02 8837 0151).The library’s collection of

books, journals, and CD-roms includes extensive coverage in the areas of

road and bridge engineering, road safety, environment and management.

The following new or substantially revised titles were issued during 2005–06.

BICYCLES

Getting around by bike? You need the RTA cycleways map

Your guide to cycling from Broken Bay to Lake Munmorah

Your guide to cycling from Catherine Hill Bay to Williamtown,

including Lake Macquarie

Your guide to cycling in Sydney’s north and north west

CORPORATE

Annual Report 2005 and CD-rom

Apprenticeship scheme

Cobb & Co country Moama to Wilcannia

Drive your career further

Geared Issue 1, July 2005

Geared Issue 2, December 2005

Geared Issue 1, June 2006

Looking for a career with drive? Graduate Recruitment and

Development (GRAD) Program

Main Roads 1929–1984 Journals of the Department of Main Roads,

NSW (DVD library)

Traineeship scheme

DRIVER AND VEHICLE

A guide for older drivers

Braking habits

Conditional registration: Registration for vehicles with limited road access

Driver qualification handbook

Driver qualification test: Qualifying for your full licence

From 11 July 2005 new conditions apply to new P-plate drivers

Getting your driver’s licence

Getting your motorcycle rider licence

Gold or silver yr car. Bling for your favourite thing

Gold or silver yr car : Dress to impress

Guide to supervising drivers

Hazard Perception Test

How to prove who you are to the RTA

Introducing new metallic number plates

Make Yr Car as individual as You R

Medical and driving tests

myRTA.com

National driver licence classes

New penalties for parking offences from 1 July 2005 (demerits points

flyer for councils)

NSW Driver and Vehicle Statistics 2004

NSW Photo card: Show who you are

NSW Photo card: Major features of the new NSW Photo Card

Photo card fact sheet

Road user publications (CD-rom)

Road Users’ Handbook

Vehicle Inspectors: New inspection fees for Authorised Inspection

Stations

Vehicle Inspectors: Introduction of AIS scheme

Vehicle Inspectors Bulletin: Inspection of number plates, May 2006

Worried about the driving ability of an older driver?

ENVIRONMENT

Heritage drives self-guided tours:The Summerland Way

RTA Thematic History 2006, 2nd Edition (February 2006)

Bridge Types in NSW - Historical Overview (June 2006)

HEAVY VEHICLE

Authorised Unregistered Vehicle Inspection Scheme: Road

vehicle descriptors (CD-rom)

AUVIS Bulletin: Replacement engines

Bio-diesel fuel Information Sheet, August 2005

Chain of Responsibility in NSW: Enforcement strategy for

container weight declarations – drivers

Compliance and enforcement in the transport industry:

Chain of responsibility


Chain of Responsibility – Consignor/Receiver


Chain of Responsibility – Driver


Chain of Responsibility – Loader/Packer


Chain of Responsibility – Operator/Manager/Scheduler

APPENDICES 195


Container weight declaration


General information


Information for New South Wales

Compliance and enforcement information about introduction

of C&E legislation

Compliance and enforcement information about introduction

of C&E legislation (CD-rom)

Compliance and enforcement notice: Fatigue management

program pilot procedures, April 2006

Compliance and enforcement notice:

Enforcement of container weight declaration

Compliance and enforcement notice:

Survey of truck suspensions in NSW

Driving hours regulations:Transitional Fatigue

Management Scheme for heavy vehicle drivers

Getting your multi-combination driver licence

Heavy Vehicle compliance and enforcement: Information for industry

in preparing compliance systems and programs, August 2005

Heavy Vehicle Seat Belt

Higher Mass Limits network in NSW, February 2006

Truck Rest Stop List – Hume Highway (internet)

Vehicle inspectors bulletin: Seat belts missing from Toyota Coaster buses

manufactured between July 1992 and June 2004, May 2006

Working with or around trucks? Free TAFE course

INFRASTRUCTURE

Alfords Point duplication community update, June 2006

Ardlethan Realignment community update, January 2006

Bangor Bypass community update, October 2005

Bangor Bypass Stage 2 community update, November 2005

Bangor Bypass Stage 2 community update, December 2005

Bells Line of Road Corridor Study Summary Report, November 2005

Bexley Road upgrade: Shaw Street to Kingsgrove Avenue,

North Bexley community update, February 2006

Blackheath Station pedestrian crossing upgrade community update,

September 2005

Blackheath Station pedestrian crossing upgrade: Great Western

Highway, Blackheath community update, April 2006

Bradfield Plaza under the Sydney Harbour Bridge community update,

April 2006

Brunswick Heads to Yelgun community update, April 2006

Cahill Expressway Bridge maintenance works community update,

June 2006

Camden Valley Way:Widening from Bernera Road to M5/Westlink M7

interchange, Prestons community update, December 2005

Completing the upgrade of the Pacific Highway community update

Coobang upgrade of the Newell Highway community update,

January 2006

Coobang upgrade of the Newell Highway community update,

June 2006

Cowpasture Road upgrade: Hoxton Park Road to Main Street

community update, August 2005

Cowpasture Road upgrade: Hoxton Park Road to Main Street,

Hoxton Park community update, April 2006

Cowpasture Road Upgrade:Westlink M7 to North Liverpool Road

REF Volume 1 Main Report and Volume 2 Appendices, October 2005

(hard copy and CD-rom)

Cowpasture Road Upgrade:Westlink M7 to North Liverpool Road

community update, October 2005

Cycleway security upgrade community update, May 2006

F5 Freeway (Hume Highway) entry and exit ramps at Ingleburn

community update, November 2005

Five Islands Road Upgrade community update, July 2005

Five Islands Road upgrade community update, October 2005

Five Islands Road upgrade community update, February 2006

Five Islands Road upgrade community update, May 2006

Glebe Island Bridge maintenance works community update,

November 2005

Great Western Highway Upgrade: Leura to Katoomba Section 1,

Willow Park Avenue to Kings Road, Leura community update,

October 2005

Great Western Highway upgrade: Penrith to Mount Victoria,

December 2005

Great Western Highway Upgrade: Station Street,Woodford to

Ferguson Avenue, Hazelbrook including Hazelbrook Parade link

community update, October 2005

Great Western Highway Upgrade:Wentworth Falls East

community update, May 2006

Great Western Highway Upgrade:Wentworth Falls East,Tableland Road

to Station Street REF Volume 1Main Report,Volume 2 Urban Design,

Landscape and Visual Assessment Report,Volume 3 Appendices, May

2006 (hard copy and CD-rom)

Great Western Highway: Leura to Katoomba Section 1,Willow Park

Avenue to Eastview Avenue, Leura community update, May 2006

Hinton Bridge over Paterson River: Bridge restoration community update,

December 2005

Improvements of the Pambula River Floodplain Crossing at Pambula

Review of Environmental Factors

Installation of new traffic signals at Canterbury Road and Duke Street,

Campsie community update, April 2006

196 APPENDICES

Jenolan Caves Road, Five Mile Hill project community update,

November 2005

Lane Cove Tunnel Project: Local Area Traffic Management Plans

(Roads in Crows Nest, Cammeray and Neutral Bay to be examined

by LATM plan) community update

Lane Cove Tunnel Project: Local Area Traffic Management Plans (Roads

in Lane Cove to be examined by LATM plan) community update

Lane Cove Tunnel Project: Local Area Traffic Management Plans

(Roads in Ryde, Hunters Hill and Gladesville to be examined by

LATM plan) community update

Lane Cove Tunnel Project: Local Area Traffic Management Plans (Roads

in Artarmon to be examined by LATM plan) community update

Lawrence Hargrave Drive re opening community walk:

Information for walkers

Main Road 92 Upgrade: Nowra to Nerriga, Planning approval,

October 2005

Morpeth Bridge Maintenance works community update, October 2005

Newcastle inner city bypass: Sandgate to Shortland REF, May 2006

North Kiama Bypass: How to use the new road community update,

November 2005

North Kiama Bypass:Your invitation to a fun family day out

Old Windsor Road / Norwest Boulevarde intersection,

Bella Vista community update

Pacific Highway and Dog Trap Road, Ourimbah community update,

May 2006

Pambula River Bridge: Display of the proposal and REF


Princes Highway upgrade: Gerringong to Bomaderry community update,

March 2006

Princes Highway upgrade: Princes Highway options and route selection

study Gerringong to Bomaderry, community update, May 2006

Proposed upgrading of Avoca Drive:The Entrance Road to Sun Valley

Road, Green Point community update, November, 2005

Redevelopment of Bradfield Park under the Sydney Harbour Bridge

community update

Road resurfacing work on New South Head Road, Double Bay,

Point Piper and Bellevue Hill community update, March 2006

Southern Cross Drive and Gardeners Road, Eastlakes:

Proposed traffic ramps community update

Swan Hill Bridge rehabilitation community update, June 2006

Swansea Bridge maintenance program community update, June 2006

Swansea Bridge planned annual service community update,

February 2006

Sydney Harbour Bridge cycleway community update, December 2005

Sydney Harbour Bridge repainting community update, May 2006

The Entrance Road: Upgrading from Ocean View Drive to Tumbi Road,

Wamberal community date

Tom Ugly’s Bridge maintenance works community update, May 2006

Tugun Bypass: Submissions Report/Supplement to the draft

Environmental Impact Statement,Volume One Main Report and Volume

Two Appendices, October 2005 (hard copy and CD-rom)

T-ways New Update: North-west T-way Project well underway

community update

Upgrading the Pacific Highway: Ballina bypass progress update no 2,

May 2006

Upgrading the Pacific Highway: Banora Point Review of Option C

proposed by Tweed Chamber of Commerce Report, December 2005

Upgrading the Pacific Highway: Brunswick Heads to Yelgun

community update, December 2005

Upgrading the Pacific Highway: Bulahdelah Upgrade Submissions Report

Upgrading the Pacific Highway: Bundacree Creek to Possum Brush

Project Information community update, March 2006

Upgrading the Pacific Highway: Coopernook Bypass Official Opening,

March 2006

Upgrading the Pacific Highway: Environmental Assessment, Part 3A

Upgrading the Pacific Highway: F3 to Raymond Terrace Route options

display community update, October 2005

Upgrading the Pacific Highway: F3 to Raymond Terrace Route Options

Report, October 2005 (hard copy and CD-rom)

Upgrading the Pacific Highway: Failford Road to Tritton Road Concept

Design, February 2006

Upgrading the Pacific Highway: Failford Road to Tritton Road Concept

Design Report, February 2006

Upgrading the Pacific Highway: Herons Creek to Stills Road Report

Upgrading the Pacific Highway: Herons Creek to Stills Road Concept

Design, February 2006

Upgrading the Pacific Highway: How is noise addressed?

Upgrading the Pacific Highway: Iluka Road to Woodburn

Upgrading the Pacific Highway: Iluka Road to Woodburn

community update, March 2006

Upgrading the Pacific Highway: Iluka Road to Woodburn Concept

design report, March 2006 (report and CD-rom)

Upgrading the Pacific Highway: Kempsey to Eungai community update,

February 2006

Upgrading the Pacific Highway: Kempsey to Eungai Project Application

Report, May 2006

Upgrading the Pacific Highway: Kempsey to Eungai Project Application

(Support Information), May 2006

17 PUBLICATIONS

APPENDICES 197

Upgrading the Pacific Highway: Macksville to Urunga Preferred Route

Report, November 2005 (hard copy and CD-rom)

Upgrading the Pacific Highway: Macksville to Urunga community

update, November 2005

Upgrading the Pacific Highway: Macksville to Urunga Preferred Route,

November 2005

Upgrading the Pacific Highway: Meeting environmental needs

Upgrading the Pacific Highway: Moorland to Herons Creek Submissions

Report, June 2006

Upgrading the Pacific Highway: new planning program Tintenbar to

Ewingsdale Route Options Report, May 2006

Upgrading the Pacific Highway: Oxley Highway to Kempsey Route

options display community update, October 2005


Options Report, October 2005 (hard copy and CD-rom)


Options Submissions Report, May 2006

Upgrading the Pacific Highway: Property acquisition

Upgrading the Pacific Highway:Tintenbar to Ewingsdale Route options

display community update, October 2005

Upgrading the Pacific Highway:Tintenbar to Ewingsdale Route Options

Report, October 2005 (hard copy and CD-rom)

Upgrading the Pacific Highway:Warrell Creek upgrade

community update, November 2005

Upgrading the Pacific Highway:Wells Crossing to Iluka Road Route


Upgrading the Pacific Highway:Wells Crossing to Iluka Road Route

Options Development Report (hard copy and CD-rom)

Upgrading the Pacific Highway:Woodburn to Ballina Preferred Route,

November 2005

Upgrading the Pacific Highway:Woodburn to Ballina Preferred Route

Report, November 2005 (hard copy and CD-rom)

Upgrading the Pacific Highway:Woodburn to Ballina Route Options

Submissions Report, November 2005 (hard copy and CD-rom)

Upgrading the Pacific Highway:Woolgoolga to Wells Crossing Route



Options Report, October 2005 (hard copy and CD-rom)


Options Submissions Report, May 2006

Upgrading the Princes Highway: How is noise addressed?

Upgrading the Princes Highway: Meeting environmental needs

Upgrading the Princes Highway: Property acquisition

Upgrading Windsor Road: Boundary Road to Level Crossing Road,

Vineyard community update, April 2006

Upgrading Windsor Road: Construction information and community

information day, May 2006

Wallaby Rocks bridge rehabilitation community update, May 2006

Weakleys Drive interchange: Preferred option community update,

October 2005

Wells Crossing to Iluka Road value management workshop outcomes


West Street interchange community update, June 2006

Widening of the F3 Freeway: Cowan to Mt Colah community update,

April 2006

Widening of the F3 Freeway: Cowan to Mt Colah Review of

Environmental Factors,Volume One Main Report and Volume Two

Appendices, April 2006

Windsor Flood Evacuation Route: South Creek community update,

August 2005

Windsor flood evacuation route:, South Creek community update,

April 2006

Windsor Road Upgrade: Mile End Road, Rouse Hill to Boundary Road,

Box Hill community update, January 2006

Windsor Road Upgrade: Roxborough Park Road to Norwest

Boulevarde, Baulkham Hills community update, December 2005

ROAD SAFETY

A guide to using a motorised wheelchair

A Practical Guide to Addressing Road Safety Issues Around Schools (kit)

Changes in ordering RTA road safety education resources:

Primary schools

Changes in ordering RTA road safety education resources:

Secondary schools

Helping learner drivers become safer drivers workshop:

Workshop presenter’s manual

Mobile phones and driving

Oversize and over mass agricultural combinations: additional

requirements (information sheet)

Road Environment Safety Update, Road safety benefit-cost analysis:

Materials for program submissions

Road Environment Safety: A practitioners reference guide to safer roads

Road safety for overseas visitors

Road safety issues around schools Information for parents kit

including information sheets A-J

Road traffic crashes in NSW 2004 report

Safe school travel tips for parents and carers

Safety improvements on The Esplanade between Medcalf Street,

Warners Bay and Main Road, Speers Point community update,

December 2005

Technical specification: Requirements for warning signs and lights

(‘wig-wag’) on school buses, January 2006

Technical specification: Devices to assist in reducing the risk to young

pedestrians from reversing motor vehicles

198 APPENDICES

The limitations of children in the traffic environment: RTA school road

safety education program (video and DVD)

Towing trailers:Things you should know

Vehicle inspectors Bulletin: Registration of new campervans and

motorhomes, June 2006

Vehicle Inspectors Bulletin: Changes to the validity period of light

vehicle pink slips and e-Safety Check stations

Vehicle Inspectors Bulletin: Registration of new campervans and

motorhomes

Vehicle Standards Information: Spray suppression devices

for heavy vehicles

Vehicle Standards Information: Flashing lights and sirens

Vehicle Standards Information: Guidelines for A-frame towing

Vehicle Standards Information: Registration of left-hand drive vehicles

TRAFFIC

Camden Valley Way and Raby Road intersection upgrade community

update, May 2006

Construction of red bus lanes in Anzac Parade, Kensington community

update, June 2006

Guide to parking rules in NSW

Installation of Traffic Control Signals at Frenchs Forest Road and Baringa

Avenue, Seaforth community update, June 2006

Introducing Sydney’s new E-Toll

Loading Zones

New pedestrian bridge over Canterbury Road near Church Street,

Canterbury community update

New pedestrian bridge over Hume Highway at Yagoona community

update, March 2006

New pedestrian bridge over King Georges Road at Wiley Park

community update, February 2006

New pedestrian crossing at Edgecliff station community update,

February 2006

Proposed pedestrian bridge over Princes Highway at Dwyer Avenue,

Blakehurst community update, January 2006

Roundabout: A step-by-step guide

RTA E-Toll … the easy way to pay

COST OF THIS ANNUAL REPORT

The total external cost of producing this report will be about $54,500,

which includes $26,000* for design, $ 14,500* for printing and $ 14,000*

for editing services.The RTA is also producing a summary brochure of the

annual report for wider stakeholder distribution.The costs associated with

this are not confirmed at the date of publishing.

The report is available on the internet at www.rta.nsw.gov.au (click on

Publications, statistics and forms).

* Rounded figures. As the invoice was not yet received by the date of publication, these

figures are based on quotes provided by the contractors.

17 PUBLICATIONS

18 PAYMENTS TO CONSULTANTS

Details of the amount paid to consultants in 2005–06 are provided below.

The RTA defines consultants in terms of the Premier’s Department’s

‘Guidelines for the Engagement and Use of Consultants’ issued in July 2004.

CONSULTANTS GREATER THAN $30,000

Project description Consultant Amount

Probity audits Pacific Highway and Deloitte Touche Tomatsu $161,995

SCAT PAPL Replacement project

Total $161,995

CONSULTANTS LESS THAN $30,000

Total number of engagements 6

Total cost $67,906

The RTA engages contractors for professional services not classified as

consultancies, including valuation, legal services, road and bridge design,

investigation, construction supervision, preparation of Environmental

Impact Statements, as well as contract agency services and personnel.

APPENDICES 199

19 REPORTING OF RTA CONTRACTS WITH THIRD PARTIES

On 27 April 2000 the government issued Premier’s Memorandum 2000–11,

which requires the disclosure of certain information on government contracts

(including panels) with the private sector. This applies to any case where there

was an opportunity for a number of parties to tender or express interest in

supplying the goods or services.

As a result the Chief Executive issued Corporate Policy Statement No.33,

‘Disclosure of details of all RTA contracts with the private sector’. In 2005 this

policy became re-identified as Policy Number 003 (PN 003).

Specific information is required for contracts where the value exceeds $100,000.

The Records Access Unit arranges for details of these contracts be placed on the

RTA’s Internet site under the category: Doing Business With Us.

To date the total value of reported contracts with the private sector for the

current financial year exceeds $795 million.

Any inquiries can be directed to the Privacy and Contract Reporting

Coordinator on (02) 9218 3667.

20 ACCOUNTS PAYMENT PERFORMANCE

AGEING OF AMOUNTS UNPAID AT MONTH END

<30 30-60 60-90 >90

Quarter Current days overdue days overdue days overdue days overdue

Sep 05 $32,569,197.44 $2,415,445.19 -$25,556.02 $19,456.79 $159,811.48

Dec 05 $25,115,612.98 $3,789,654.22 $531,673.13 $42,793.57 $55,677.42

Mar 06 $42,380,773.23 $1,510,002.32 $77,134.22 -$1,510,002.32 $38,553.89

Jun 06 $84,874,826.92 $4,966,030.79 $2,235,299.21 $64,889.58 $14,776.33

* Negative amounts relate to advance payments made under GC21

ACCOUNTS PAYABLE PAYMENT PERFORMANCE

Total accounts paid on time

Quarter Target % Actual % Total $

Sep 05 86% 90.54% 255,951,577.00 262,831,634.00

Dec 05 86% 96.14% 220,344,898.00 224,476,686.00

Mar 06 86% 93.60% 231,579,682.00 238,163,291.00

Jun 06 86% 95.17% 218,761,735.00 223,328,993.00

Overall performance for the financial year is ahead of target.

The imaging and intelligent character recognition technology in Accounts Payable implemented in the Sydney Business Service Centre has increased processing

efficiency. Opportunities are being explored to further utilise the technology.

200 APPENDICES

21 FUNDS GRANTED TO NON-GOVERNMENT COMMUNITY ORGANISATIONS

Project Description Recipient organisation Grant Program area

as per Budget Paper

Safe Cycling Awareness

Program 22 August 2005

Parkes Pedallers $1,050 Road Safety,

Licensing and

Vehicle Management

Meet You in Molong

MC Awareness Ride

22 August 2005

Awareness ride Central West Motorcycle

Safety and Tourism Group in

assoc with Ulysess

$4,700 Road Safety,

Licensing and

Vehicle Management

Sharing the Road with trucks

brochure 29 September 2005

Design, print and distribution of brochure Australian Road Train

Association

$7,500 Road Safety,

Licensing and

Vehicle Management

Bat Bus alternative transport

service 5 December 2005

Establishment of service Dubbo Liquor Licencing

Accord

$12,500 Road Safety,

Licensing and

Vehicle Management

Parkes and District Cycling

Guide 30 May 2006

Design and print of guide Parkes Pedallers $2,210 Traffic and Transport

Promotional poster

11 May 2005

Design and print of poster Central West Motorcycle

Safety and Tourism Group in

assoc with Ulysess

$2,000 Road Safety,

Licensing and

Vehicle Management

Drink Drive program

22 May 06

Program through the CSU bar and uni

radio station

2MCEFM radio station $3,500 Road Safety,

Licensing and

Vehicle Management

Heritage Festival RTA participation National Trust $30,000 Road Network

Infrastructure

Maintenance

Roadside Environment

Committee

Financial support providing for an

Executive Officer, committee costs,

research and annual award scheme.

Roadside Environment

Committee

$96,500 Road Network

Infrastructure

Maintenance

Bicycle NSW Portfolio

Partners Sydney Spring Cycle

Promoting cycling Bicycle NSW $130,000 Traffic and Transport

Promoting safe cycling Bicycle NSW $121,000 Traffic and Transport

Promoting safe pedestrian

behaviour

Pedestrian Council of Australia $30,000 Traffic and Transport

APPENDICES 201

22 PRIVACY MANAGEMENT PLAN

Report on requests, allegations and complaints submitted under the Privacy

and Personal Information Protection Act 1998 (Privacy Act) and the Health

Records and Information Privacy Act 2001(HRIPA).

Attached is the analysis of information regarding Records Access Unit’s

involvement in Privacy Act issues during the financial year 2005–06. The

information has been collated as required under section 33 (3) of the Privacy

Act.

STATEMENT OF ACTION TAKEN BY THE RTA

AND RESULTS OF REVIEW

Section 33(3)(a) of the Privacy Act requires the RTA to provide a statement

of the action taken in complying with the requirements of the Act.

In order to comply with the Privacy Act the RTA continues to:

Identify and consider the requirements of the Act – principles, codes, public

register provisions and internal reviews.

Identify collections of personal information for which the RTA is responsible.

Ensure measures are in place to provide an appropriate level of

protection for personal information.

Review the RTA’s first Privacy Management Plan within the RTA, which

was placed on the RTA website to ensure it is available to customers.

Establish mechanisms to ensure RTA staff are aware of their obligations

under the Privacy Act and appropriately trained to apply the information

protection principles.The RTA is currently developing a training program,

which will incorporate privacy issues and be presented to all RTA staff. A

series of internal memos have been distributed to staff to highlight the

requirements of the Privacy Act.

Part of the role of the Records Access Unit is to address the RTA’s

responsibilities under the Privacy Act. The Privacy and Contract Reporting

Coordinator is responsible for processing any allegations that improper use

has been made of personal information. Such allegations are termed, under

the Privacy Act, Reviews of Conduct.

The Privacy Act requires the Reviews of Conduct to be finalised within

60 days.

REVIEWS CARRIED OVER FROM FINANCIAL YEAR

2004–2005

No reviews remained unresolved at the end of the reporting year.

REVIEWS – FINANCIAL YEAR 2005–06

Eight Reviews of Conduct were instigated between 1 July 2005 and 30 June

2006. The details are:

Privacy review 05–06/01On 8 September 2005 a customer sought a review, believing that the RTA

breached his privacy when a registry services officer insisted on viewing his

driver licence when he purchased a mounting plate for an E-Toll tag.

Following the RTA investigation of access gained to the records involved, it

was determined that there had been an unintentional breach on an

information protection principle. A review of policy was conducted and the

procedure has been changed to ensure such breaches do not recur.

On 11 January 2006 the complainant was advised of the RTA’s determination.

The customer did not lodge an appeal.

Privacy review 05–06/02 On 9 September 2005 a customer sought a review, believing that the RTA

breached his privacy by disclosing to NRMA Insurance his name and address

as the registered operator of a vehicle, and further alleged that the insurer

misused this information to send the customer unsolicited marketing material.

A review was conducted and the RTA determined the NRMA had breached

the Complusory Third Party agreement.

The RTA sought and obtained assurance the NRMA would cease the

practice of sending unsolicited information to customers.

Following the RTA investigation, it was determined that there had been no

breach of information protection principles, since the NRMA was entitled

to access the complainant’s personal information, as it held the Green Slip

insurance on the customer’s vehicle.

On 9 February 2006 the complainant was advised of the RTA’s determination

and the NRMA’s undertaking.The customer did not lodge an appeal.

Privacy review 05–06/03On 7 October 2005 a customer sought a review, believing the RTA breached

her privacy when a third party not entitled to receive the information

obtained her residential address from a motor registry employee.

Following the RTA investigation of access gained to the records involved, it

was determined that there had been no breach of an information

protection principle. This was based on the fact the complainant’s address

sighted in the complaint was not the address held by the RTA.

On 23 November 2005 the complainant was advised of the RTA’s

determination.The customer did not lodge an appeal.

Privacy review 05–06/04On 8 November 2005 a customer sought a review, believing the RTA

breached her privacy when a Registry Services Officer interrupted the

service the customer was receiving from another officer and examined the

customer’s business documents.

An internal investigation was conducted and both RTA employees were

interviewed and denied the allegation. It was determined there had been no

breach of an information protection principle.

On 28 March 2006 the complainant was advised of the RTA’s

determination.The customer did not lodge an appeal.

Privacy review 05–06/05On 19 January 2006 an RTA employee sought a review, believing that the

202 APPENDICES

RTA breached her privacy when her personal information held by the RTA

was improperly released by a former RTA officeholder. This information

involved the disclosure of a confidential report on work place performance.

An internal investigation was conducted and relevant RTA employees were

interviewed. It was determined that there had been no breach of an

information protection principle.

On 7 March 2006 the complainant was advised of the RTA’s determination.

The employee did not lodge an appeal.

Privacy review 05–06/06On 19 January 2006 the same RTA employee sought a simultaneous review

associated with the previous complaint, believing the RTA breached her

privacy by not securing personal information held by the RTA’s Human

Resources Branch.

An internal investigation was conducted in conjunction with the previous

complaint. It was determined that there had been no breach of an

information protection principle.


The employee did not lodge an appeal.

Privacy review 05–06/07On 6 February 2006 a customer sought a review, believing that the RTA

breached his privacy by giving to Ford Credit Australia Ltd, information about

the surrender of his NSW numberplates in Western Australia.

An internal investigation was conducted and the only access to the

customer’s information was when records relating to the NSW registration

were endorsed to show that the customer’s number plates had been

surrendered.This was done immediately upon receipt of electronic advice

from the Western Australia authorities.

It was determined there had been no breach of an information protection

principle.


The customer did not lodge an appeal.

Privacy review 05–06/08On 13 April 2006 an RTA employee sought a review, believing the RTA

breached her privacy. The complainant alleged that an RTA employee had

accessed her personal details held in two data bases operated by the RTA.

The allegation was in association with an RTA internal disciplinary investigation

concerning the complainant.

An internal investigation was conducted into the complaint, and it was

determined that there had been no breach of the information protection

principles.

On 23 June 2006 the complainant was advised of the RTA’s determination.

The complainant did not lodge an appeal.

23 RESEARCH AND DEVELOPMENT

The Research and Development (R&D) program identifies and develops

innovative solutions to materials, products, equipment and processes to

achieve business improvements.

In 2005–06 over $1.3 million was devoted to the R&D program which

fosters work throughout the RTA but principally in technology areas. Work

with external partners is also undertaken.

The RTA’s Technology and Innovation Committee coordinates the R&D

program.The committee identifies areas of need and issues, promotes R&D

internally and provides advice to the Executive on the direction and level of

investment in R&D.

Projects under the program were focused around the technical areas of

pavements, geotechnology and road and bridge technology. Research was

also conducted into road safety.

The RTA also contributes to R&D work by Austroads, see the Value for

money chapter.

Projects undertaken in 2005–06 included:

Use of scrap rubber (mostly by recycling tyres) in asphalt.

Research into manufactured sands as an alternative material

in asphalt and Portland concrete.

Use of reclaimed asphalt pavement material in new asphalt pavements.

Research into pavement surface characteristics to minimise noise

and improve ride quality.

Research into quieter concrete pavement technology

to reduce traffic noise.

Crash test wire rope safety barrier in combination with kerb.

Design work in preparation for live crash testing

of sign structures.

Acoustic attributes of profile line marking.

For details on environmental research such as koala monitoring, refer to the

Positive environmental and urban design chapter.

22 PRIVACY MANAGMENT PLAN

APPENDICES 203

24 DRIVER AND VEHICLE STATISTICS

OFFENCE TOTALS BY REGION 2005–06

Item Sydney Northern Hunter Western Southern Southwest Total

Defect notices

(including HVIs activities) 23,829 5,827 9,917 6,472 17,354 5,652 69,051

Traffic infringement notices 2,127 1,866 2,609 593 7,948 1,766 16,909

Breaches (weight and other) 1,260 1,524 3,684 79 4,537 185 11,269

97,229

NUMBER OF VEHICLES REGISTERED IN NSW

AS AT 30 JUNE 2006 BY YEAR OF MANUFACTURE

Year of manufacture No. of vehicles

Pre-1960 8,746

60-64 9,070

65-69 18,469

70-74 61,281

75-79 124,265

80-84 228,017

85-89 474,588

90-94 779,026

95-99 1,197,052

2000 288,606

2001 278,765

2002 303,969

2003 335,368

2004 346,052

2005 346,668

2006 113,364

Unknown 59,525

Total 4,972,831


AS AT 30 JUNE 2006 BY VEHICLE TYPE

Vehicle type No. of vehicles

Passenger vehicles 2,801,521

Off-road passenger vehicles 508,143

Small buses 33,562

Buses 11,791

Mobile homes 8,670

Motorcycles 120,827

Light trucks 638,358

Heavy trucks 79,190

Prime movers 15,824

Light plant 5,739

Heavy plant 9,959

Small trailers 496,485

Trailers 242,305

Other vehicles 457

Total 4,972,831

204 APPENDICES


AS AT 30 JUNE 2006 BY VEHICLE USAGE

Vehicle usage No. of vehicles

Private 3,390,169

Pensioner concession 611,163

Primary producer concession 97,043

Business general 733,018

Taxi 6,172

Public bus and coach 9,434

FIRS 3,404

Other vehicle usages 122,428

Total 4,972,831

NSW LICENSED DRIVERS AND RIDERS AS AT 30 JUNE 2006

By sex No. of licence holders % of total

Female 2,144,362 48.0

Male 2,326,298 52.0

Total * 4,474,183 100.0

* Including 3,523 cases where licence holders’ sex was not recorded.

NSW LICENSED DRIVERS AND RIDERS BY AGE GROUP

No. of licence holders % of total

16 48,765 1.1

17 66,608 1.5

18-25 584,995 13.1

26-29 313,068 7.0

30-39 904,013 20.2

40-49 914,744 20.4

50-59 774,149 17.3

60-69 494,831 11.1

70-79 287,239 6.4

80+ 85,771 1.9

Total 4,474,183 100.0

NSW DRIVER AND RIDER LICENCES ON ISSUE

AS AT 30 JUNE 2006

By licence class No. of licences % of total

C 3,932,087 80.3

LR 77,673 1.6

MR 112,657 2.3

HR 211,822 4.3

HC 121,577 2.5

MC 15,357 0.3

R 425,441 8.7

Total 4,896,614 100.0

Note:The total number of licences on issue exceeds the total number of licensed drivers and riders, because people who hold two licence classes (to drive and ride) are counted twice.

24 DRIVER AND VEHICLE STATISITCS

APPENDICES 205

25 INSURANCE

PRINCIPAL ARRANGED INSURANCE

In October 2001 the RTA arranged, via its insurance broker, a Principal

Arranged Insurance program (for works and third party liability) for all

construction and maintenance related contracts. The program covers the

RTA, its contractors and their sub-contractors.

TREASURY MANAGED FUND

The RTA has insurance cover through the Treasury Managed Fund, operated

by the NSW Treasury, which includes workers’ compensation, motor vehicle

accident, property damage, legal liability and miscellaneous (including fidelity

guarantee and travel) insurance covers.

WORKERS’ COMPENSATION

Frequency of claims has decreased from the level of 9.9 per 100 employees in

2001–02 to a five year low of 8.3 in 2005–06. Based on current estimates and

projections of claim costs, the deposit premium remains constant.The 2005–06

premium cost was reduced by $250,000 as compared with 2004–05.This year

the RTA received a $2.5 million premium rebate for the three year hindsight

adjustment on claims performance for 2001–02 and for the first time also

received a $1.79 million for the final fifth year hindsight adjustment for 1999–00.

These adjustments have not been included in the following graphs.This excellent

outcome results from the commitment of RTA management and staff to

improve workplace safety.

MOTOR VEHICLE

The number of claims per 100 vehicles has remained constant over the past

five years at 12 claims. In 2002–03 the rate reduced slightly to 10 claims.The

number of claims per 100 vehicles has increased by three per cent for the

2005–06 year, compared to 2004–05.

PROPERTY

The 2005-06 premium decreased by five per cent compared to 2004–05.

This decrease is mainly due to the reduction of claims occurring in the

2004–05 and 2005–06 years.

LIABILITY INSURANCE PREMIUM

The 2005–06 premium decreased by 20 per cent compared to 2004–05.

Note: In relation to all the above Treasury Managed Fund insurances, premium costsare expressed as constant 2005–06 dollars using Sydney CPI.

0

5

10

15

20

25

2001–02

$16.38

2002–03

$17.07

2003–04

$23.39

2004–05

$22.45

2005–06

$17.91

Premium (current dollar 2005–06)

LIABILITY INSURANCE PREMIUM

0

0.5

1.0

1.5

2.0

2.5

3.0

3.5

4.0

4.5

2001–02

$1.93

2002–03

$2.71

2003–04

$3.13

2004–05

$4.05

2005–06

$3.86

Premium (current dollar 2005–06)

PROPERTY INSURANCE PREMIUM

206 APPENDICES

$0.0

$10

$15

$5

$20

0.0

2.0

4.0

6.0

8.0

10.0

12.0

14.0

2001–02

$10.33

9.9

2002–03

$11.31

9.2

2003–04

$11.45

9.9

2004–05

$12.05

8.7

2005–06

$11.80

8.3

Premium costs ($ million) Claims per 100 employees

WORKERS COMPENSATION PREMIUM COST AND CLAIMS FREQUENCY

$0.0

$0.5

$1.0

$1.5

$2.0

$2.5

0.0

2.0

4.0

6.0

8.0

10.0

12.0

14.0

2001–02

$1.59

10.2

2002–03

$1.50

10.0

2003–04

$1.71

11.0

2004–05

$1.75

11.6

2005–06

$1.82

12.0

Premium costs ($ million) Claims per 100 vehicles

MOTOR VEHICLE PREMIUM AND MOTOR VEHICLE CLAIMS FREQUENCY

25 INSURANCE

APPENDICES 207

26 COMPLIANCE INDEX

The following lists the RTA’s Annual Report 2006 compliance

with the NSW Treasury Accounting Policy checklist

(http://www.treasury.nsw.gov.au/annfaq/checklst.pdf).

INDEX

REQUIREMENT PAGE

Letter of submission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Inside front cover

Application for extension of time . . . . . . . . . . . . . . . . . . . . . . .Not applicable

Charter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5,188

Aims and objectives . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5, 8

Access . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .209

Management and structure . . . . . . . . . . . . . . . . . . . . . . . . . . .6, Appendix 4, 5

Summary review of operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .15-74

Funds granted to non-government

community organisations . . . . . . . . . . . . . . . . . . . . . . . . . . .200, Appendix 21

Legal change . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .188, Appendix 15

Economic or other factors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12,17, 29, 74

Management and activities . . . . . . . . . . . . . . . . . . . . . .4, 5,10, 63, Appendix 1

Research and development . . . . . . . . . . . . . . . . . . . . . . . . .202, Appendix 23

Human resources . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .66,174, Appendix 6-10

Consultants . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .198, Appendix 18

Equal Employment Opportunity . . . . . . . . . . . . . . . . . . . . . .175, Appendix 7

Disability plans . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .179, Appendix 10

Land disposal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .193, Appendix 16

Promotion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .194, Appendix 17

Overseas visits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .180, Appendix 11

Consumer response . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .187, Appendix 14

Guarantee of service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11, 60

Payment of accounts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .199, Appendix 20

Time for payment of accounts . . . . . . . . . . . . . . . . . . . . . . .199, Appendix 20

Risk management and insurance activities . . . . . . . . . . . . . . . . . . . . . . . . . . .63

Disclosure of controlled entities . . . . . . . . . . . . . . . . . . . . . . . .Not applicable

Ethnic affairs priorities statement

and plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .178, Appendix 9

REQUIREMENT PAGE

NSW Government Action Plan for Women . . . . . . . . . . . .177, Appendix 8

Occupational Health and Safety . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .67

Waste . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .55,159, Appendix 3

Budgets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12,13, 75-148

Financial statements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .75-148

Identification of audited financial statements . . . . . . . . . . . . . . . . . . . . .75-148

Inclusion of un-audited financial statements . . . . . . . . . . . . . . . . . . . . .75-148

Additional matters for inclusion

– List of major assets and works . . . . . . . . . . . . . . . . . . . . .5,150, Appendix 1

– Code of conduct . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .66

– After balance date events . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4

– Total external costs of the report . . . . . . . . . . . . . . . . . . . .198, Appendix 17

– Non-printed formats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1

– Internet address . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1

Investment performance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12, 75-148

Liability management performance . . . . . . . . .12, 75-148, 205, Appendix 25

Exemptions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Not applicable

Performance and numbers

of executive officers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .167, Appendix 5

Freedom of Information Act . . . . . . . . . . . . . . . . . . . . . . . . .181, Appendix 12

Implementation of price determination . . . . . . . . . . . . . . . . . .Not applicable

Privacy management plan . . . . . . . . . . . . . . . . . . . . . . . . . . .201, Appendix 22

Departures from Subordinate Legislation Act . . . . . . . . . .190, Appendix 15

Government Energy Management Policy . . . . . . . . . . . . . . . . . . . . . . . . . . .55

Electronic service delivery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .62

Credit card certification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .64

Public availability of annual report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1

208 APPENDICES

INDEX

Advisory bodies 164

Air quality 46

Alternative transport 42

Biodiversity 48,156

Buses 42

Business Reform 63

Child road safety 33

Community 72

Committees 51, 63, 65, 67, 73,164

Consumer response 187

Contractors 20, 45, 53, 57, 64, 69, 70,159,198

Corporate framework 8

Crashlab 38

Customer service 11, 60

Cyclists 43

Drink driving 32, 34

Driver and vehicle statistics 203

Energy 55

Enforcement 35, 36, 37, 40

Environment 41

Equal employment opportunity 175

Executive performance statements 167-173

Executive structure 6, 63,167

Fatalities 10, 32

Financial overview 12

Financial statements 75

Freedom of information 181

Freight 29

Heavy vehicles 37, 39

Heritage 46

Industrial relations 174

Key performance indicators 10

Legal change 188

Maintenance 16

Motorways 19

Motor registries 60

Noise 48, 53

Occupational health and safety 11, 67

Ombudsman 186

Online services 62

Pedestrians 44

Privacy 201

Publications 35,194

Recruitment 71

Recycling and waste 55,159

Research and development 202

Risk management 64

Road network 16

Road projects 19,150

Road safety 31

Speed 27, 40

Staff 5,11, 66

Toll systems 28

Traffic 27

T-ways 24, 42

Vehicle emissions 53

Website, RTA 11, 43, 52, 62

Young drivers 33, 35

Motor registry enquiries: 13 22 13 (8.30am – 5pm Monday to Friday, 8.30am – noon Saturday)

Current traffic information: 132 701 (24 hours)

To report traffic condition and signal faults: 131 700 (24 hours)

Technical enquiries for vehicle regulations: 1300 137 302 (8.30am – 5pm Monday to Friday)

International callers (outside Australia): 61 2 4 925 1805 (8.30am – 5pm Monday to Friday, 8.30am – noon Saturday AEST)

Head Office

Centennial Plaza

260 Elizabeth St

Surry Hills 2010

PO Box K198

Haymarket 1240

Tel: 131 782 Fax: 02 9218 6286

DX 13 Sydney

Sydney region

81– 85 Flushcombe Rd

Blacktown 2148

PO Box 558

Tel: 131 782Fax: 02 8814 2355

DX 8120 Blacktown

Hunter

59 Darby St

Newcastle 2300

Locked Bag 30

Tel: 131 782Fax: 02 4924 0344

DX 7813 Newcastle

Northern

31 Victoria St

Grafton 2460

PO Box 576

Tel: 131 782Fax: 02 6640 1301

DX 7610 Grafton

Southern

Level 4, 90 Crown St

Wollongong 2520

PO Box 477

Wollongong East 2520

Tel: 131 782Fax: 02 4227 3705

DX 5178 Wollongong

South West

1 Simmons St

Wagga Wagga 2650

PO Box 484

Tel: 131 782Fax: 02 6938 1183

DX 5407 Wagga Wagga

Western

51– 55 Currajong St

Parkes 2870

PO Box 334

Tel: 131 782Fax: 02 6861 1414

DX 520256 Parkes

Transport Management Centre

25 Garden St

Eveleigh 1430

PO Box 1625

Strawberry Hills 2012

Tel: 02 8936 1400Fax: 02 8936 1425

CONTACT THE RTA

rta annual report 2006annual reports (statutory bodies) act 1984and the public finance and audit act...

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